EP0380062A1 - Balise de guidage - Google Patents

Balise de guidage Download PDF

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Publication number
EP0380062A1
EP0380062A1 EP90101331A EP90101331A EP0380062A1 EP 0380062 A1 EP0380062 A1 EP 0380062A1 EP 90101331 A EP90101331 A EP 90101331A EP 90101331 A EP90101331 A EP 90101331A EP 0380062 A1 EP0380062 A1 EP 0380062A1
Authority
EP
European Patent Office
Prior art keywords
guide body
foot
guide
approximately
base plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP90101331A
Other languages
German (de)
English (en)
Other versions
EP0380062B1 (fr
Inventor
Wilhelm Junker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE3901873A external-priority patent/DE3901873A1/de
Priority claimed from DE8903093U external-priority patent/DE8903093U1/de
Priority claimed from DE8912563U external-priority patent/DE8912563U1/de
Priority claimed from DE8915303U external-priority patent/DE8915303U1/de
Application filed by Individual filed Critical Individual
Priority to AT90101331T priority Critical patent/ATE88770T1/de
Publication of EP0380062A1 publication Critical patent/EP0380062A1/fr
Application granted granted Critical
Publication of EP0380062B1 publication Critical patent/EP0380062B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/50—Road surface markings; Kerbs or road edgings, specially adapted for alerting road users
    • E01F9/576—Traffic lines
    • E01F9/594—Traffic lines movable for reuse at different locations
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/50—Road surface markings; Kerbs or road edgings, specially adapted for alerting road users
    • E01F9/576—Traffic lines
    • E01F9/588—Lane delineators for physically separating traffic lanes and discouraging but not preventing crossing
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
    • E01F9/623—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection
    • E01F9/627—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection self-righting after deflection or displacement
    • E01F9/629—Traffic guidance, warning or control posts, bollards, pillars or like upstanding bodies or structures
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
    • E01F9/623—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection
    • E01F9/654—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection in the form of three-dimensional bodies, e.g. cones; capable of assuming three-dimensional form, e.g. by inflation or erection to form a geometric body
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
    • E01F9/688—Free-standing bodies
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
    • E01F9/688—Free-standing bodies
    • E01F9/692—Portable base members therefor

Definitions

  • control devices with a low overall height, such as Guide pins with and without reflectors used.
  • guidance devices with a somewhat greater height of approx. 25 to 30 mm. These are usually used in addition to the guide pins, usually at a slightly greater mutual distance than the guide pins alternating with them.
  • These guide devices have a sheet-shaped guide body, on the lower edge of which two tongues are formed, each of which is bent perpendicular to the broad side of the sheet-shaped guide body on one of the two sides. Glue is applied to the underside of this tongue and the guide device is thus glued to the place of use on the road.
  • control devices are so low that they can hardly fulfill their task as a control device.
  • Another disadvantage is that the sheet-shaped guide body has only a relatively small moment of resistance to bending about a horizontal bending line due to its small wall thickness. Therefore, the guide bodies are usually permanently deformed when they are passed over so that they then no longer straighten up completely into the vertical. This also reduces their leading function.
  • the invention specified in claims 1, 2 and 3 is based on the object of providing a guide device which, on the one hand, is considerably lower than a beacon stand, but on the other hand has a better conductivity and, in particular, a greater ability to stand up than the conventional guide devices with a leaf-shaped guide body .
  • the guide body is designed as a hollow body, the two wall areas of which are spaced apart from one another on the broad side by the horizontal extent of the wall areas on the narrow side, the guide body receives from the outset a substantially greater section modulus against bending at a given wall thickness than is the case with the sheet-shaped guide body of the known guide devices.
  • the formation of the wall areas on the narrow side in the form of a cylindrical surface or a conical surface also contributes to increasing the dimensional stability of the guide body.
  • the two recesses present on the lower part of the guide body above its foot on the two wall areas on the narrow side facilitate the bending of the guide body when it is hit or even run over by a vehicle. Since the two remaining wall areas have a certain mutual distance along the broad side, the elastic restoring forces generate a relatively large righting moment in these wall areas. As a result, the guide body straightens up quickly and completely even if it is completely up to has been pushed down on the floor. This restoring moment also ensures that the guide body does not tilt to the side even when exposed to strong heat, for example as a result of strong solar radiation.
  • each of the two wall areas on the broad side of the guide body produces a relatively good visual guide effect.
  • This can be increased further by providing the guide body with warning colors at least in the area of its broad sides or coloring its material at all with a warning color or by providing the broad sides with a coating or with a film with a high warning function.
  • a reflective coating or a reflective film When using a reflective coating or a reflective film, a very good conductivity is achieved even in the dark or in other poor lighting conditions.
  • the guide body Due to the coupling device between the guide body and the holding device, the guide body can be easily released, so that if necessary, i.e. if the guide body is damaged or even destroyed as a result of a rear-end collision, the guide body can easily be replaced.
  • the holding device has a base plate that is glued to the floor, the base plate does not have to be detached from the road. Even when the guide body is connected to a footplate, the guide body can be easily replaced if it has been severely damaged or even destroyed as a result of a rear-end collision.
  • the shape for the base plate can be considerably simplified in that either the space for a finished base plate is saved on its top or, even simpler, that a finished base plate is inserted into the shape for the base plate and is molded in at the same time as the footplate is manufactured.
  • the use of a base plate as part of the base plate also makes it possible to restrict the use of a plastic with greater dimensional stability and greater dimensional accuracy to the area of the coupling device and to use a material of lower quality and therefore generally also of lower cost for the remaining part of the base plate . For this comes e.g. also so-called recycling plastic, i.e. recycled plastic waste.
  • An embodiment of the guide device according to claim 5 ensures that the guide body can only be displaced with a certain force with respect to the base plate or the base plate. This prevents even small lateral forces, for example when a vehicle is rubbed against the side, from separating the guide body from the base plate or the base plate.
  • An embodiment of the guide device according to claim 6 ensures that the guide body can only be moved up to its operating position when it is pushed into the grooves in the base plate or the base plate, and it then lies against the stop. This prevents the guiding body from sitting incorrectly in the base plate or in the foot plate as a result of carelessness of the operating personnel.
  • An embodiment of the guide device according to claim 7 facilitates the insertion of the foot of the guide body into the grooves of the base plate or the foot plate.
  • the resistance to deformation of the guide body is increased precisely in the foot region which is particularly highly stressed when driving around. This also reduces the risk of the foot of the guide body being torn out of the grooves in the base plate or the base plate.
  • the risk is reduced that when driving a vehicle, the wall area facing away on the broad side of the guide body bulges outwards, which would prevent the wall area from buckling above the foot.
  • the base plate or the base plate has an at least approximately constant height, at least in its central longitudinal section, so that a vehicle wheel can roll over it without major jumps in height. This significantly reduces the risk of an accident due to a sudden change in the direction of the vehicle. This also prevents damage to the wheel rolling over it.
  • an additional adhesive effect is achieved at the installation site of the guide device in addition to the frictional force generated by the weight of the guide device.
  • the use of this embodiment is particularly considered if the embodiment with the base plate that can be glued to the floor is not available when the guide device is used for a longer period of time, but only guide devices with a base plate. If after the removal of such a guide device, the adhesive effect of the adhesive on the underside of the adhesive sheet should have decreased significantly, the adhesive sheet as a whole can be lifted out of the recess and replaced by a new adhesive sheet. With the new adhesive papers the adhesive layer on its underside is expediently covered with a protective film which remains on the adhesive layer until the guide device is to be adhered to the place of use.
  • the foot sill has such a large weight due to its dimensions that the risk of being pushed away when approaching from the side is very low, at least considerably less than with a guide device with a foot plate. For this reason, gluing to the roadway can generally be dispensed with in the case of the threshold, as a result of which all the disadvantages of the gluing are eliminated by themselves.
  • the coupling device between two foot sleepers improves the securing of the position of the guide device in addition to the effect of the dead weight, because the neighboring foot sleepers which have not been hit also hold the foot tie that has been hit.
  • the height chosen for the threshold and the relatively low inclination of the side walls on the one hand have a sufficiently large visual guiding effect, which causes the driver of a passing vehicle to strive not to run over the threshold if possible.
  • the height of the threshold is not so great that a vehicle, for example a passenger car, cannot safely drive over the threshold.
  • the risk is avoided that the car will skid, as can occur at higher thresholds, which are occasionally used as road dividers.
  • the guiding device also avoids the risk that a car driving over it will sit on it due to its relatively low ground clearance. He would instantly become unable to drive and unable to steer and would be responsible for the rest of the flowing traffic represent suddenly appearing stationary obstacle.
  • the danger to the occupants of such a stuck car is particularly great because the rest of the traffic usually flows past on both sides of this vehicle, making it impossible for the occupants of the stuck car to leave the vehicle.
  • a relatively simple to produce coupling device for coupling the foot sills together to a longer chain is achieved, which has a certain adjustability, ie a certain ability to negotiate curves, without a noticeable interruption of the mechanical control function of the foot sill .
  • the design of the parts of the coupling device also makes it possible to design the foot sleepers of the guide device relatively quickly and easily and to couple the foot plates to one another in the process. According to this, the completion of the guiding device only requires placing, ie inserting, the hood-shaped guiding bodies on the foot sills.
  • the close tolerance of the hollow parts with respect to the solid parts of the coupling device means that only a very slight pivoting movement of adjacent foot sleepers is possible. This will make the Holding effect of the non-approached foot sleepers in relation to the approached foot sleepers additionally reinforced. so that a lateral displacement of the guide device can hardly be expected. Nevertheless, these foot thresholds can still be laid sufficiently along a curved line.
  • the foot sill has a substantially smaller width on its upper side than on its underside, and in which the by far the largest wall section of the side walls on the longitudinal side of the foot sill has a concave curvature in cross-section which points downward in passes over the wall section with the vertical alignment but at a low height, a kind of footbed is created, onto which the vehicle wheel approaching rolls up easily, even with the smallest approach angle.
  • This places an additional load on the threshold and also presses it against the floor. Even if the vehicle wheel then runs further to the side and finally rubs against the upper part of the foot sill, the foot sill can no longer be moved to the side.
  • the vehicle wheel rolls over the threshold to the other side at most. From there, the vehicle wheel can just as easily roll back to the original side of the threshold.
  • the control device maintains its predetermined position in all of these processes.
  • the guiding bodies of the guiding device which are driven over by the vehicle wheels or the vehicle during such a journey on or beyond the guiding device, incline so easily and completely down to the threshold that they do not cause any impairments either. After starting or driving over, they straighten up in no time. The control facility remains fully operational.
  • the total weight of the guide device is concentrated on the surface areas of the foot knobs. This results in a corresponding increase in the area load.
  • a material is used for the foot pimples, which has a lower hardness than the material of the base body, ensures that the footprint of the foot pimples due to their greater elasticity more in the deformed small unevenness of the floor at the place of use and this in turn results in an additional positive engagement between the foot knobs and the floor, which increases the resistance to displacement of the guide device considerably beyond the value given by the pure frictional force.
  • this improvement in slip resistance is achieved in a relatively simple and inexpensive manner.
  • the foot knobs are formed by an insert which is inserted into a matching recess in the foot sill, the insert is secured against lateral displacement solely by this positive engagement, without the need for further measures, such as gluing, these further measures are not excluded.
  • This design of the foot pimples gives them great robustness and a correspondingly long service life. This also practically eliminates the risk that the foot pimples will be damaged even when carelessly handled, for example when sliding over protrusions or over sharp edges of a loading area, in particular torn away, as could occur with foot pimples that are only flat on a smooth underside are glued on.
  • This design of the foot pimples also makes it possible in an emergency to make an insert that is badly worn or even damaged on the contact surface at least temporarily reusable by turning the insert in the recess and using its rear surface as a new contact surface.
  • a greater abrasion can also be compensated for by inserting some spacer between the top of the insert and the front of the recess.
  • the increase in the security against displacement is achieved in that the material used for the application is a due to its starting material and its manufacturing process Sandpaper-like surface is obtained, which enables a good form fit with the unevenness of the floor that is always present.
  • the same effect is achieved in that the material of the inserts on the one hand is very flexible and can thus easily deform into the unevenness of the floor and on the other hand it has a high tear resistance or toughness that prevents that despite the resilience of the material, the material parts of the insert which have penetrated into the depressions of the base are sheared off when a lateral force occurs.
  • a grip hole is created at the upper end of the guide body with an adjoining grip strip, by means of which the guide body can be gripped and transported or implemented in a convenient manner by hand. If the holding device is not too large and too heavy, the entire guide device can even be grasped and implemented by means of the grip hole and the grip strip.
  • the continuous slot in the handle bar prevents a part protruding downward from the underside of the vehicle from hooking onto the handle bar and possibly tearing it off when driving around or driving over the guide device, or that this part of the vehicle itself may be damaged or even torn off.
  • the risk is reduced that the guide body is displaced from its correct assignment to the holding device as a result of forces acting on it laterally opposite to the pushing-on movement, for example when the guide body is rubbed by a vehicle wheel.
  • the guide device 20 shown in FIG. 1 has a guide body 21 and a base plate 22.
  • the guide body 21 and the base plate 22 are detachably connected to one another by means of a coupling device 23.
  • the guide body 21 is designed as a hollow body which is open at its lower end. This gives it a hood-like appearance.
  • the guide body 21 has four wall regions which adjoin one another in the circumferential direction. These are the two diametrically opposed wall areas 24 and 25, which have a larger horizontal extent, and the two wall areas 26 and 27, which are also diametrically opposed to one another and which have a smaller horizontal extent.
  • the two wall areas 24 and 25 on the broad side of the guide body 21 are at least approximately flat. They are inclined towards each other in the upward direction so that they are at the greatest mutual distance at the foot 28 of the guide body 21 and that they approach each other at the upper end so far that they finally touch each other (FIG. 2).
  • the uppermost length section 31 of the guide body 21 is formed with full walls. In this length section 31 there is a grip hole 32, by means of which the guide body 21 can be grasped and raised and also otherwise handled.
  • the two wall areas 26 and 27 on the narrow side of the guide body 21 are formed as sections of a slim conical jacket, the plan projection of which at least approximately represents a semicircular ring surface. These cone-shaped wall areas 26 and 27 have a somewhat greater wall thickness than the two wall areas 24 and 25 on the broad side of the guide body 21. This improves the uprighting behavior of the guide body 21, so that it straightens up again once it rolls over a vehicle wheel was knocked over.
  • the two wall regions 26 and 27 each have a recess 33 and 34 on the narrow sides of the guide body 21.
  • These recesses 33 and 34 are in one above the foot 28 High altitude, in which they are located completely above the top of the bottom plate 22.
  • the recesses 33 and 34 have a height which is somewhat less than the distance between the two flat wall regions 24 and 25.
  • Each of the two recesses 33 and 34 extends in the circumferential direction at least approximately as far as the curved wall area on the narrow side of the guide body 21 in question, ie from one transition point to the other transition point to the subsequent flat wall area 24 or 25 on the broad side of the guide body 21.
  • the recesses 33 and 34 are formed with sharp edges at the transition point to the foot 28, whereas they are rounded at the transition point to the curved wall region 26 and 27.
  • stiffening elements 35 are formed in the wall areas 24 and 25 on the broad side of the guide body 21.
  • they are designed as ribs 36 which are formed on the outside of the wall regions 24 and 25. They are aligned vertically. Their height is approximately a quarter of the total height of the flat wall areas 24 and 25 without the foot 28.
  • the ribs 36 are higher at their upper end and continuously merge into the flat wall areas 24 and 25 at their lower end because they are less inclined to of the vertical have as their two wall regions 24 and 25, but the back of the ribs 36 also have a certain inclination in relation to the vertical in the order of magnitude of the usual formation angle.
  • the stiffening elements 35' have the shape of bead-shaped indentations of the otherwise flat wall regions 24 'and 25'. They are also aligned vertically.
  • stiffening elements 35 Due to the fact that in the form of indentations 37 stiffening elements 35 'the greater resistance to deformation is located in the region of their greater depth, their stiffening effect is closer to the recesses 33 and 34 (FIG. 3) than is the case with the ribs 36. As a result, the kink behavior of the guide body 21 in the region of the recesses 33 and 34 is favored even more. In addition, the buckling behavior of the wall areas 24 'and 25' in the region of the indentations 37 is more favorable because there is no increase in wall thickness, as is the case with the ribs 36.
  • the base plate 22 has a rectangular plan area (FIG. 4), the width of which is approximately 160 mm and the length is between 200 and 250 mm. It has a height of approximately 20 mm.
  • the underside 38 of the base plate 22 is at least partially flat. When the base plate 22 is used, the flat and self-contained areas of the underside 38 are provided with an adhesive, by means of which the base plate 22 is glued to the floor at its place of use.
  • the top 39 of the base plate 22 is also flat, at least in some areas. This applies at least to the central part 41 of the base plate 22 (FIG. 5) and to the length sections 42 and 43 adjoining it. These two length sections 42 and 43 are each followed by a ramp section 44 and 45, in which the height of the base plate 22 is from its maximum value of about 20 mm in the middle part 41 decreases to a minimum value which it still has on the two edges 46 and 47 on its narrow sides.
  • the base plate 22 in the ramp sections 44 and 45 each has a large-area recess 48 and 49, in the plan area of which the base plate 22 has an at least approximately constant wall thickness.
  • these recesses 48 and 49 each end at a relatively steeply oriented wall surface 51 and 52.
  • the base plate 22 is provided in the plan area of its middle part 41 on the underside with a number of recesses 54 (FIGS. 5 and 8), between which there are narrow wall parts in the manner of stiffening ribs. As a result, a larger, contiguous accumulation of material is avoided in the central part 41, which could lead to warpage when the material shrinks.
  • the coupling device 23 includes two retaining ribs 56 and 57 on the guide body 21 (FIGS. 2 and 3) and two grooves 58 and 59 on the base plate 22 (FIGS. 4 and 5).
  • the two holding ribs 56 and 57 are formed on the base 28 in the region of the two broad sides of the guide body 21 on the outside.
  • the two holding ribs 56 and 57 have a rectangular cross section.
  • the holding ribs 56 and 57 At its front end in the direction of insertion, which is shown on the right in FIG. 3, the holding ribs 56 and 57 have a ramp surface 62 which is inclined downwards from their upper side 61.
  • the holding ribs 56 and 57 and the adjoining wall part 63 and 64 of the foot 28 each have an L-shaped cross-sectional area (FIG. 2). Accordingly, the two grooves 58 and 59 also have an L-shaped cross-sectional area on the base plate 22 (FIG. 5).
  • the groove 58 consists of the two groove parts 65 and 66 and the groove 59 from the two groove parts 67 and 68 together. Of these, the groove parts 65 and 67 are matched to the holding ribs 56 and 57 on the foot 28.
  • the groove parts 66 and 68 are accordingly matched to the wall parts 63 and 64 of the foot 28. This matching of the cross-sectional areas is expediently carried out in such a way that, taking into account the material elasticity of the guide body 21 and the base plate 22, there is a floating fit between these two parts.
  • These wall parts 71 and 72 thus represent a stop for the holding ribs 56 and 57. They are therefore arranged on the base plate 22 at the point at which the end face 73 of the holding ribs 56 and 57 is when the guide body 21 is in its operating position on the base plate 22 occupies.
  • the central part 41 of the base plate 22 is located in the path of movement of the leading narrow side of the foot 28, a recess 74 is present at this point of the foot 28, the projection of which is matched to the projection of the central part 41 .
  • the wall surface of the foot 28 is not interrupted.
  • the foot 28 has a greater wall thickness all around than the remaining part of the guide body 21. This is because at least the lower part of the foot 28 together with the holding ribs 56 and 57 form part of the coupling device 23 forms between the guide body 21 and the base plate 22 and it must therefore have a higher resistance to deformation than the rest Part of the guide body 21, which is said to have a particularly large elastic deformability precisely in the height region of the cutouts 33 and 34 on its two narrow sides.
  • a guide body 21 is used as previously explained. It is coupled to a base plate 81, which is generally set up freely on the floor at the location of the guide device 80.
  • the foot plate 81 has a rectangular plan shape. It has a length of approximately 500 mm and a width of approximately 250 mm. Its top is shaped like a truncated pyramid, the side surfaces of which are very inclined. In the middle there is an approximately flat end surface, which is about 70 mm above the ground.
  • a plate is formed in the upper part of the base plate 81 which is largely identical or at least similar to the base plate 22 and is referred to below as a holding plate 82 for better differentiation.
  • the holding plate 82 differs from the foot plate 22 only in that the ramp sections 44 and 45 present there are shortened to two short floor parts 83 and 84, and in that on the steeply rising transition surface from these floor parts 83 and 84 no reflectors are attached to the central longitudinal section of the holding plate 82, because this part of the Holding plate 82 is embedded in the material of the remaining part of the foot plate 81. Since, moreover, the holding plate 82 is the same as the base plate 22, reference is made to the explanation thereof.
  • the shape for the foot plate 81 can be kept simpler overall. It also makes it possible to use different materials for the holding plate 82 and for the remaining part of the foot plate. Recycled plastic waste, so-called recycling plastic, can easily be used for the latter part, as a result of which the costs for the base plate 81 can be reduced very much overall without the functionality of the coupling device 23 being impaired.
  • the base plate 81 is provided on its underside with a recess 85, which is designed as a negative form to the section of the upper side of the base plate 81 located in the same plan area, so that the recess 85 can serve as a stacking trough. This allows a plurality of foot plates 81 to be stacked one on top of the other, keeping each other in the correct parallel orientation to one another.
  • the base plate 81 has a largely flat bottom surface 87 on its underside. In the region of the corners and in the longitudinal center of the base plate 81, base studs 88 are formed with which the foot plate 81 rests on the floor. As a result, the floor surface 87 has a certain distance from the floor, so that, for example, rainwater flowing to the floor plate can flow underneath it and does not first have to flow around it.
  • FIGS. 15 and 16 there are flat recesses 89 with a circular base area on the underside of the base plate 81.
  • an adhesive plate 91 is inserted, the thickness of which is somewhat greater than the depth of the recesses 89.
  • the adhesive plates 91 have a circular ring shape, i.e. they have a circular through hole 92 in their center.
  • the adhesive plates are provided on both flat sides with an adhesive layer 93 and 94, respectively, which are indicated in FIG. 15 as a dashed line.
  • the adhesive on the top of the adhesive plate 91 is selected so that it gives a good adhesive effect with the material of the base plate 81 present in the area of the recesses 91.
  • the adhesive on the underside of the adhesive plate 91 is selected so that it gives a good adhesive effect with the floor at the location of the foot plate 81.
  • Both adhesive layers 93 and 94 are expediently covered with a protective film as long as the adhesive plates 91 are still loose. Before gluing into one of the recesses 89, the protective film is removed from the upper adhesive layer 93 and the adhesive plate is glued into the recess 89.
  • the protective film on the adhesive layer 94 located below remains in place until the exact location of the individual footplate 81 is fixed, then the footplate can be tilted to the side with the guide body 21 already inserted, the protective film removed from the adhesive layer 94 located below and the entire guide device 80 is erected and the foot plate 81 is pressed firmly onto the floor.
  • the adhesive plates 91 can also be omitted. Then the foot plate 81 lies on its foot studs 88 and on the annular ring beads 95 which surround the recesses 89 on the outside and which have at least approximately the same height as the foot studs 88.
  • the grip hole 32 is arranged in the full-length uppermost longitudinal section 31.
  • the part of this length section 31 located between the grip hole 32 and the apex 96 of the guide body 21 (FIG. 1) serves as a grip strip 97 of the guide body 21.
  • the guide body 21 can then be gripped and transported comfortably by hand.
  • a holding device in the form of a base plate or a foot plate, which have relatively small dimensions and a relatively low weight even the entire guide device can be gripped and implemented by means of the handle 97.
  • the guide devices 100 shown in FIG. 17 each have a hood-shaped guide body 101 and a foot sill 102. These two parts can be joined together by means of a coupling device 103 to form the guide device 100 and, if necessary, can also be separated from one another again.
  • the guide body 101 is designed in the same way as the guide body 21. Unless the details of the guide body 101 are explained separately below, the explanation of the guide body 21 applies at least analogously. In this case, the reference numerals of part of the details of the guide body 101 are to be evaluated increased by the number 80 compared to that of the guide body 21.
  • the grip hole 109 is arranged in the upper solid length section 108.
  • the wall areas 106 and 107 are each interrupted by a recess 111.
  • the foot 112 adjoins the lower end of the wall regions 104 and 105 of the broad sides of the base body 101. On its two broad sides in the area of its lower edge, the outwardly projecting retaining ribs are formed, through which the foot receives its L-shaped cross section on the long sides.
  • Two transverse grooves 113 are formed on the upper side of the threshold 102 (FIGS. 18 and 19), whose cross section is matched to the cross section of the foot 112. Between the two grooves 113 there is a central part 114 of the foot sill 102, which has approximately the same height as the other parts of the top of the foot sill 102. This middle part 114 thus forms a type of guide rib between the two grooves 113, which it delimits from one another.
  • the inner surfaces of the foot 112 bear against the side walls of the middle part 114 facing away from one another when it is inserted into the grooves 113. This results in an additional holding effect, which prevents the guide body 101 from being torn out of the grooves 113 in the event of a force acting in the longitudinal direction of the foot sill 102.
  • the guide body 101 is held on the foot sill 102 in particular by virtue of the fact that the portions of the foot 112 acting as parts of the coupling device 103 and the retaining ribs attached to them, on the one hand, and the grooves 113 and the central part 114 are closely tolerated with regard to their dimensions.
  • An additional securing device is provided by a retaining lug 115, which is arranged on the middle part 114 at the location (FIGS. 18 and 19) at which the narrow side of the foot 112 which is at the front during the push-on movement is when the guide body 101 is open the threshold 102 is pushed on.
  • the ramp-like nose bridge of the holding nose 115 is located on that side of the holding nose 115 which is opposite to the sliding movement of the guide body 101.
  • the foot sill 102 has an at least approximately cuboid base 116. It is a molded plastic part and is generally made from recycled plastic.
  • the length of the base body 116 is at least 1 m. Its height is between 70 and 100 mm and is preferably 90 mm. Its width is between 200 and - 260 mm and is preferably 117 on the underside 230 mm. The width at the top 118 is preferably 190 mm. This results in an angle of inclination for the two side walls 119 and 121 with respect to the vertical of at least approximately 12.5 °.
  • the two end faces 122 and 123 are at least approximately perpendicular.
  • these two end faces are curved in the shape of a circular arc, namely the end face 122 located on the left in FIG. 19 and convexly curved, and the end face 123 located on the right in FIG. 19 is concave.
  • the radius of curvature of both end faces is at least approximately the same, so that they fit closely together.
  • the base bodies 116 are equipped with a coupling device 124, by means of which each foot sill 102 can be positively coupled in its longitudinal direction with an adjacent longitudinal sill and can be separated from it again.
  • the parts of the coupling device 124 are divided on a foot sill 102 into two groups, of which the one parts group 124.1 is arranged at the one end region with the convexly curved end face 122 and of which the second parts group 124.2 is arranged in the end region of the base body 116 with the concavely curved end face 123 is arranged (FIGS. 19 and 21 to 24).
  • Part group 124.2 includes a vertically upward coupling element 125 which is arranged at the end of a holding bracket 126.
  • the bracket 126 is designed as a bar section, one end portion of which is angled at right angles to form the coupling element 125.
  • the bar section is angled twice to form a hook-shaped end.
  • the part of the hat clip 126 protruding from the base body 116 lies only slightly above the underside 117 of the base body 116
  • Coupling member 125 facing away from the length section of the bracket 126 is slightly offset compared to the length section adjoining the coupling member 125, so that the together with the adjoining hook-shaped end is located fully in the tear-open area of the base body 116 and is thus molded into the base body during its manufacture.
  • the coupling element 125 should lie as far as possible in the center of curvature of the concave curved end face 123. In addition, if possible, the coupling element should not, however, lie outside the envelope of the base body 116, that is to say it should not protrude beyond the end of the base body 116 in the axial direction.
  • Part group 124.1 includes a vertically upward-facing recess 127 on the underside 117 of the base body 116. This also includes a groove 128 on the underside 117. Like the coupling element 125, the recess 127 has a rectangular plan area, which is all the more so compared to the plan area of the coupling element it is much larger that a mutual rotary movement about the vertical axis by up to 1 ° is possible between the two parts.
  • the recess 127 is at least approximately the same distance from the convexly curved end face 122 as the coupling element 125 from the concavely curved end face 123.
  • the groove 128 is matched to the shape of the bracket 126, except that the bracket 126 has full space in it.
  • the plan area of the groove 128 is so much larger than the plan area of the bracket 126 that a mutual pivoting movement about the axis of the coupling member 125 by up to 1 ° is possible between these two parts.
  • Two perpendicular through holes 129 are formed in the base body 116 in its plane of symmetry.
  • a cylindrical recess 131 is formed in each case at the upper end of the through holes 129.
  • floor screws in the form of cap screws can be inserted into the through holes 129 and screwed into holes in the roadway, the head of the screw resting on the axial end face of the recess 131.
  • Such additional fastening of the foot sleepers 102 is expediently used when the entire guide device is to remain in place over a longer period of time and one also wants to prevent the foot sleepers from slipping even over short distances during this longer period of time.
  • the base body 116 is provided on its underside with a larger number of recesses 132 predominantly with a rectangular plan area, so that the total weight of the foot sill 102 remains within a certain limit which, depending on the material used for the base body 116, is exceeded could be if the base body 116 were made solid with the given dimensions.
  • two recesses 133 are formed, which serve as grip holes when the threshold 102 rests evenly on the floor. Then you can reach under the edge with both hands from both sides and raise the threshold 102.
  • the guide devices 200 shown in FIG. 26 each have a hood-shaped guide body 201 and a foot sill 202. These two parts can be joined together by means of a coupling device 203 to form the guide device 200 and can also be separated from one another again if necessary.
  • the guide body 201 is designed in the same way as the guide body 101, to the explanation of which reference is made, the reference numerals of the guide body 201 being to be valued by 100 as compared to that of the guide body 101. The same applies to the details of the foot sill 202 interacting with the guide device 201.
  • the foot sill 202 has an approximately cuboid or at least prismatic base body 216. It is a molded plastic part and is generally made from recycled plastic. The length of the base body 216 is at least 1 m. Its height is between 70 and 100 mm and is preferably 80 mm. Its width is between 200 and 260 mm and is preferably 240 mm on the underside 217. At the top 218, the width is significantly smaller and is preferably 130 mm.
  • the two side walls 219 and 221 running in the longitudinal direction have a plurality of wall sections with different shapes and different courses.
  • the underside 217 is adjoined by an at least approximately perpendicular wall section 22 or 223, the height of which is between 15 and 25 mm and is preferably 20 mm.
  • a transition region 224 or 225 adjoins this wall section 222 and 223, which is convexly curved in cross section. Its radius of curvature is at least approximately 20 mm.
  • a large wall section 228 or 229 which is concavely curved in cross section. Due to the given dimensions of the other parts of the cross-sectional shape of the foot sill 202, its radius of curvature is at least approximately 78 mm to ensure a constant transition from one surface or wall section to the next.
  • This concavely curved wall section 228 or 229 forms, together with the transition area 224 or 225 adjacent at its lower end, a kind of footbed for a vehicle wheel that rolls obliquely towards the foot sill 202. This is especially true when the approach angle is very small. Then the vehicle wheel runs onto this footbed without difficulty.
  • the concave wall section 228 or 229 and the transition region 226 or 227 adjoining it at the top act as a kind of ramp that allows the vehicle wheel to roll over the foot sill 202 without any major bumps.
  • the two end faces 232 and 233 are at least approximately perpendicular. As can be seen in particular from FIG. 28, these two end faces are curved in the shape of a circular arc, namely the end face 232 on the left in FIG. 28 and convexly curved, and the end face 233 on the right in FIG. 28 is curved concavely.
  • the radius of curvature of both end faces is at least approximately the same, so that they fit closely together.
  • the base bodies 216 are equipped with a coupling device 234, by means of which each foot sill 202 can be positively coupled in its longitudinal direction to an adjacent longitudinal sill and can be separated from it again.
  • the parts of the coupling device 234 are divided on a foot sill 202 into two groups, of which the one part group 234.1 is arranged at the one end region with the convexly curved end face 232 and of which the second part group 234.2 is arranged in the end region of the base body 216 with the concavely curved end face 233 is arranged (Fig. 28).
  • the base body 316 of the foot sill 302 has a plurality of foot knobs 335 on its underside 317. As can be seen from FIGS. 30 and 31, these foot knobs 335 are arranged in pairs in the region of the end sections of the base body 316, namely symmetrically to the longitudinal center line of the base body 316. A single foot knob 335 is arranged in the middle of the base body 316. There, however, the foot knobs can also be arranged in pairs symmetrically to the longitudinal center line of the base body 316. In addition, further foot knobs can be arranged, for example in the now knob-free surface areas on the underside.
  • the foot knobs 335 protrude approximately 3 mm downward over the underside 317 of the base body 316, so that the foot sill 302 generally only rests on the foot knobs 335 when they are used, at least on paved roads and squares.
  • the foot knobs 335 are formed by a circular-cylindrical insert 336, which is also arranged in a circular-cylindrical recess 337 on the underside 317 of the base body 316.
  • the height of the insert 336 is at least approximately 30 mm. Its diameter is also at least approximately 30 mm.
  • the height of the insert 336 exceeds the depth of the recess 337 by an excess of at least approximately 3 mm, by which the foot knobs 335 then protrude downward from the underside 317.
  • the inserts 336 are made at least in individual areas of their circumference with a slight oversize of the radius compared to the radius of the recesses 337.
  • the inserts can also be held in the recesses 337 by means of an adhesive, it being expedient if the adhesive application is only applied between the end faces of the inserts 336 and the bottom of the recesses 337, because there is a replacement of an insert that becomes necessary remaining adhesive residues can be removed more easily or can also be accepted rather than on the peripheral surfaces of the inserts 336 and the recesses 337.
  • the foot knobs 335 serve primarily to increase the slip resistance of the foot sill 302 or, in other words, to increase the resistance to displacement of the foot sill 302 when lateral displacement forces occur.
  • the stability of the guidance device is also improved because its ground contact is concentrated in a few areas.
  • the slip resistance is also further increased by the foot knobs 335, ie the simplest are the entire inserts 336, made of a material of lower hardness than the material of the base body 336.
  • Both a material can be considered for this is compacted and solidified from a granular base material with or without an additional binder by a pressing process.
  • the Shore hardness of this material is expediently between 60 and 65. Since with such a material the granular base structure of the starting material results in the formation of a sandpaper-like surface, the contact surface 338 of the foot knobs 335 is given a surface structure which is very similar to that of asphalt road surfaces or concrete or related materials. As a result, a certain form fit is generated in addition to the force fit due to the normal frictional forces.
  • the inserts 335 are made from a homogeneous rubber or plastic which on the one hand has great tear strength and on the other hand has only a low level of dimensional stability, which is therefore very flexible and at the same time very tough.
  • the material is able to press into the unevenness of the road surfaces, so that an additional positive connection is also achieved here.
  • the high tensile strength of the material prevents the surface areas of the foot knobs 335 which have penetrated elastically into the unevenness of the road surface from being sheared off when lateral forces, ie shear forces, occur on them.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Road Signs Or Road Markings (AREA)
  • Body Structure For Vehicles (AREA)
  • Accommodation For Nursing Or Treatment Tables (AREA)
  • Escalators And Moving Walkways (AREA)
  • Toys (AREA)
EP90101331A 1989-01-23 1990-01-23 Balise de guidage Expired - Lifetime EP0380062B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90101331T ATE88770T1 (de) 1989-01-23 1990-01-23 Leiteinrichtung.

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
DE3901873 1989-01-23
DE3901873A DE3901873A1 (de) 1989-01-23 1989-01-23 Leiteinrichtung
DE8903093U 1989-03-13
DE8903093U DE8903093U1 (de) 1989-03-13 1989-03-13 Leiteinrichtung
DE8912563U 1989-10-24
DE8912563U DE8912563U1 (de) 1989-10-24 1989-10-24 Leiteinrichtung
DE8915303U 1989-12-30
DE8915303U DE8915303U1 (de) 1989-12-30 1989-12-30 Leiteinrichtung

Publications (2)

Publication Number Publication Date
EP0380062A1 true EP0380062A1 (fr) 1990-08-01
EP0380062B1 EP0380062B1 (fr) 1993-04-28

Family

ID=27434490

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90101331A Expired - Lifetime EP0380062B1 (fr) 1989-01-23 1990-01-23 Balise de guidage

Country Status (10)

Country Link
US (1) US5168827A (fr)
EP (1) EP0380062B1 (fr)
JP (1) JP2695041B2 (fr)
KR (1) KR910700381A (fr)
AU (1) AU633300B2 (fr)
CA (1) CA2026010C (fr)
DE (1) DE59001273D1 (fr)
ES (1) ES2052076T3 (fr)
RU (1) RU2096553C1 (fr)
WO (1) WO1990008229A1 (fr)

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FR2746119A1 (fr) * 1996-03-18 1997-09-19 Guerin Georges Joseph Michel Balise de securite pour signalisation routiere
FR2767545A1 (fr) * 1997-08-25 1999-02-26 Marcel Carrie Ensemble socle et balise routiere flexible d'alignement
FR2988743A1 (fr) * 2012-04-02 2013-10-04 Volx Dispositif de balisage
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US6536369B1 (en) 2000-08-18 2003-03-25 Bent Manufacturing Company Handle for traffic delineator
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US7243450B2 (en) * 2004-08-09 2007-07-17 Dicke Tool Company Sign stand having resilient base
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US7730845B1 (en) * 2006-03-07 2010-06-08 Traffix Devices, Inc. Vertical panel traffic channelizer
WO2011082024A2 (fr) * 2009-12-31 2011-07-07 3M Innovative Properties Company Délinéateur ayant un mécanisme de rétablissement en position
US8002493B2 (en) * 2010-01-22 2011-08-23 Sylvain Audet Flexible route marker
JP5550451B2 (ja) * 2010-05-26 2014-07-16 積水樹脂株式会社 視線誘導標
US10094080B2 (en) * 2015-02-11 2018-10-09 Terry Utz Traffic cone
US10428475B2 (en) * 2017-06-12 2019-10-01 Saris Cycling Group, Inc. Collapsible lane delineator
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US10870956B1 (en) 2018-05-08 2020-12-22 Studio5051, Llc Traffic channelizer
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EP0257226A2 (fr) * 1986-06-25 1988-03-02 Aph Road Safety Limited Balises routières et plaque-support pour balise routière
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DE8800092U1 (de) * 1987-06-10 1988-10-27 Klasen, geb. Tesdorff, Renate, 2000 Hamburg Grundkörper für eine Straßenmarkierung
DE8900699U1 (de) * 1989-01-23 1989-08-24 Junker, Wilhelm, 7150 Backnang Leiteinrichtung
DE8902167U1 (de) * 1989-02-23 1989-07-27 Benaburger, Jürgen, 8500 Nürnberg Markierungselement
DE8903093U1 (de) * 1989-03-13 1989-05-24 Junker, Wilhelm, 7150 Backnang Leiteinrichtung
DE8912563U1 (de) * 1989-10-24 1989-12-21 Junker, Wilhelm, 7150 Backnang Leiteinrichtung

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993015275A1 (fr) * 1992-02-03 1993-08-05 Wilhelm Junker Socle de support de dispositifs de signalisation
WO1996026321A1 (fr) * 1995-02-24 1996-08-29 Wilhelm Junker Balise pourvue d'une base et servant de systeme de guidage pour la circulation routiere
FR2746119A1 (fr) * 1996-03-18 1997-09-19 Guerin Georges Joseph Michel Balise de securite pour signalisation routiere
FR2767545A1 (fr) * 1997-08-25 1999-02-26 Marcel Carrie Ensemble socle et balise routiere flexible d'alignement
EP0899381A1 (fr) * 1997-08-25 1999-03-03 Marcel Carrie Ensemble socle et balise routière flexible d'alignement
DE10138352B4 (de) * 2000-08-18 2015-12-17 Mann+Hummel Innenraumfilter Gmbh & Co. Kg Filtereinrichtung mit vorbestimmter Durchströmungsrichtung
FR2988743A1 (fr) * 2012-04-02 2013-10-04 Volx Dispositif de balisage
EP3643836A1 (fr) * 2018-10-26 2020-04-29 Jost Körte Dispositif de séparation d'une zone partielle d'une surface de circulation
EP3643837A1 (fr) * 2018-10-26 2020-04-29 Jost Körte Dispositif de séparation d'une zone partielle d'une surface de circulation

Also Published As

Publication number Publication date
DE59001273D1 (de) 1993-06-03
JP2695041B2 (ja) 1997-12-24
WO1990008229A1 (fr) 1990-07-26
AU633300B2 (en) 1993-01-28
CA2026010A1 (fr) 1990-07-24
ES2052076T3 (es) 1994-07-01
JPH03504885A (ja) 1991-10-24
AU4954690A (en) 1990-08-13
KR910700381A (ko) 1991-03-15
CA2026010C (fr) 1999-06-01
RU2096553C1 (ru) 1997-11-20
US5168827A (en) 1992-12-08
EP0380062B1 (fr) 1993-04-28

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