EP1619312A1 - Safety barrier passage - Google Patents

Abstract

The barrier (10) to separate traffic lanes, especially at motorways, is composed of fixed sections (12,14) and a moving section between them which can be moved between a closed barrier position and a position to expose an opening through the barrier. The moving section has a number of bodies (18,20,22,24) to open and close a length of the barrier structure, in a sliding movement (P) against the upper and lower beams (26,28).

Description

The invention relates to a vehicle restraint system for securing roadways with a provided in a fixed guide passage and a shiftable as needed relative to the passage area Leitschwellenanordnung, wherein the Leitschwellenanordnung between an open the passage area open position and the passage area obstructing the closed position is displaced.

On traffic routes, especially on highways, vehicle restraint systems are now used in the median strip area for separating the two lanes, which are installed stationary. Examples of such vehicle restraint systems are concrete protection walls or steel protection walls. These concrete protection walls or steel protection walls can only be relocated with considerable technical effort. In order to be able to react flexibly to different traffic situations or to be able to redirect the traffic flow flexibly if required, for example in the case of road repair work, openings are provided at regular intervals in such stationary stationary partitions. However, these openings are to be closed in such a way that they do not affect the safety of the installed vehicle restraint system and provide much the same stoppage as the fixed vehicle restraint system offers. Another requirement of the device for closing such openings is that the device can be opened and closed as easily as possible without additional special tool and with the least possible technical effort. Ideally, a manual opening and closing should be possible without sacrificing security.

It should be noted that such apertures must be of considerable length, for example of the order of 12 m, and that conventional means for closing these apertures therefore have considerable weight solely for the purpose of overcoming such distances.

A vehicle restraint system of the type described is known for example from DE 44 22 050 C2. In this vehicle restraint system, a mobile Leitschwellenstrang is pivoted by a motor or moved along rails by motor. Although the solution shown in this document offers the advantage of great Flexibility and ease of use, but is technically relatively expensive and requires a large amount of space.

From the brochure "Vario Guard Rail Mobile" SGGT Road Equipment GmbH (the application documents enclosed in copy), a vehicle restraint system of the type described above is known in which a Leitschwellenstrang on rail elements is displaced. Also, this system shows the disadvantages mentioned above with reference to DE 44 22 050 C2 in terms of a complex construction, which requires a lot of space and is relatively difficult to install.

It is accordingly an object of the present invention to provide a vehicle restraint system of the type described, which is easy to manufacture and handle without compromising safety and requires relatively little space in the open position.

This object is solved by a vehicle restraint system having the features according to the preamble of patent claim 1, wherein it is provided that the deflector arrangement comprises a plurality of baffle bodies, which can be pushed onto a section of the guide for releasing the passage area.

According to the invention, the individual baffle elements can be easily pushed out of their closed position onto the guide device to release the passage region and then store in the open position on the guide device. As a result, expensive precautions, such as a rail system or the like, as required in the prior art described above, can be avoided. In addition, the vehicle restraint system requires in the open position only very little space, since it rests on the already existing stationary installed guide. The multi-part design of a plurality of Leitschwellenkörpern allows a gradual opening and closing of the passage area, so that the individual components of the Leitschwellenanordnung can be successively relocated, which facilitates the handling of the system. In particular, this allows manual handling by a single or a maximum of two operators.

For reasons of safety, it can be provided according to the invention that the crash barrier body can be locked in the closed position relative to the roadway.

In this context, an embodiment of the invention provides that an anchor element is provided for locking the Leitschwellenkörper, which is insertable into a provided in the passage area locking opening. As a result, each threshold body can be locked on its own or in combination with each other via a respective anchor element on the roadway in the passage area. The anchor element used is, for example, a post, which can be introduced into a locking opening or locking sleeve extending sufficiently deep into the ground and is sufficiently stable to anchor the individual threshold bodies. For long passages also several anchor elements can be used, which are then introduced depending on security requirements and required containment level at predetermined intervals for locking the Leitschwellenkörper in corresponding ArretieröfFnungen.

The handling of the vehicle restraint system according to the invention for opening and closing the passage area is facilitated, in particular, by providing guide means for guided sliding onto the guide device on the guard rail body. In one embodiment, it may be provided in this context that the guide means comprise guide tabs which engage around the guide laterally. To reduce the number of parts and to simplify the construction, a development of the invention provides that the guide plates is provided with fastening means to releasably fix the respective Leitschwellenkörper in the closed position on the stationary guide. Thereby, an undesirable sliding of the Leitschwellenkörper be prevented by the stationary installed guide and at the same time a secure attachment of the Leiteinrichtungsnahen end of the Leitschwellenkörper be achieved.

The vehicle restraint system according to the invention can be designed in an application-specific manner in adaptation to the staging stage to be achieved. Depending on requirements, the number of Leitschwellenkörper can be increased or reduced. A safety-advantageous embodiment of the invention provides that a plurality of Leitschwellenkörpern is provided, the Leitschwellenkörper are arranged in the closed position at different levels above the roadway. In such an embodiment, the individual Leitschwellenkörper can handle sequentially.

The handling is further facilitated by the fact that bearing rollers are provided on the baffle body, which roll when sliding the baffle body on the guide on a bearing surface. By this measure, the Guiding threshold body friction with the stationary installed guide, in particular on the top, unroll.

A development of the invention provides that in the region of a remote in the closed position of the fixed guide end of the Leitschwellenkörpers a support leg is provided with which the Leitschwellenkörper supported on the ground or on a lying at a lower level Leitschwellenkörper. This support leg improves the static of the Leitschwellenanordnung. To ensure that the respective support leg requires as little additional space in the open position, a development of the invention that the support leg is mounted on the Leitschwellenkörper in a pivot bearing and between a Ausklappstellung and a Einklappstellung is pivotable. In this context, it may further be provided that a stop is provided on the baffle body, which positions the support leg in the Einklappstellung such that a support leg associated bearing roller stores the Leitschwellenkörper when pushed onto the fixed guide friction. By this measure, the support leg associated bearing roller can also be used to reduce friction when pushing the respective Leitschwellenkörpers on the stationary installed guide.

Some measures to facilitate the handling of the vehicle restraint system according to the invention, especially when opening and closing the passage area, have already been mentioned above. A further measure according to the invention is that handling means are provided in the region of an end of the baffle body which is remote from the stationary baffle in the closed position. According to one embodiment of the invention, it may be provided that the handling means comprise a receiving opening provided in the baffle body and a handling bar which can be inserted into the receiving opening transversely to the baffle body. The handling bar can be introduced after handling, for example, in designated fasteners in or on the respective Leitschwellenkörper.

To achieve a sufficiently high stability by a high moment of resistance and to reduce weight can also be provided that the Leitschwellenkörper include elongated box profile elements. Another advantage of such a configuration is, for example, that individual components, such as the above-mentioned handling rod in the cavity of such a box profile element can be arranged.

Especially with relatively long passage areas, it is necessary to use a plurality of Leitschwellenkörpern. Thus, according to an embodiment of the invention, it may be provided that the passage area is arranged in a gap of the guide and that on both sides of the gap Leitschwellenkörper are arranged on the gap enclosing Leiteinrichtungsabschnitten, which are in the closed position in a central region of the gap jerkily composable and coupled together , In this embodiment, the Leitschwellenkörper are each pushed onto the gap enclosing stationary Leiteinrichtungsabschnitte and can be stored there to save space in the open position.

The invention further relates to a barrier body for a vehicle restraint system of the type described above, comprising an elongated profile with guide means and at least one bearing roller for guided displacement relative to a substrate or / and to a stationary guide.

Finally, the invention also relates to a method for opening and closing a passage area within a fixedly installed guide on roadways with a guide threshold arrangement displaceable relative to the passage area as required, wherein the guide barrier arrangement is displaceable between an open position releasing the passage area and a closing position obstructing the passage area. In the method according to the invention it is further provided that the Leitschwellenanordnung comprises a plurality of Leitschwellenkörpern which are pushed to release the passage area on a portion of the guide, wherein the opening threshold of the passage, the Leitschwellenkörper be unlocked, the first Leitschwellenkörper is first pushed onto the guide and then each of lying at a next lower level Leitschwellenkörper is pushed onto the guide until the passage area is released, and wherein closing the passage area, the Leitschwellenkörper be successively deported from the guide and then locked in the closed position, so that the passage area is blocked.

Fig.1 bis 3

verschiedene Zustände des erfindungsgemäßen Fahrzeugrückhaltesystems entsprechend einzelner Phasen beim Überführen der Leitschwellenanordnung aus der Schließstellung in die Offenstellung;

Fig.4

eine vergrößerte Darstellung des in Fig.1 mit IV gekennzeichneten Bereichs;

Fig.5 und 6

verschiedene Ansichten eines Verankerungspfostens in Einzelteildarstellung;

Fig.7

eine Schnittdarstellung entsprechend der Schnittlinie VII-VII aus Fig.4;

Fig.8 und 9

verschiedene Ansichten eines Aufnahmerohrs für den Verankerungspfosten gemäß Fig.5 und 6 in Einzelteildarstellung;

Fig.10

eine vergrößerte Darstellung des in Fig.1 mit X gekennzeichneten Bereichs;

Fig. 11 und 12

verschiedene Ansichten zu einer Einzelteildarstellung des Verankerungspfostens aus Fig.10;

Fig. 13

eine Darstellung des in Fig.3 mit XIII gekennzeichneten Bereichs;

Fig.14

eine Schnittansicht entsprechend der Schnittlinie XIV-XIV aus Fig.10;

Fig.15

eine Schnittansicht entsprechend der Schnittlinie XV-XV aus Fig.13;

Fig.16

eine Schnittansicht entsprechend Schnittlinie XVI-XVI aus Fig.10; und

Fig.17

eine vergrößerte Darstellung des in Fig.4 mit XVII gekennzeichneten Bereichs.

The invention is explained below by way of example with reference to the accompanying figures. They show:

Fig.1 to 3

different states of the vehicle restraint system according to the invention corresponding to individual phases when transferring the Leitschwellenanordnung from the closed position to the open position;

Figure 4

an enlarged view of the marked in Figure 1 with IV area;

Fig.5 and 6

various views of an anchoring post in detail view;

Figure 7

a sectional view corresponding to the section line VII-VII of Figure 4;

8 and 9

various views of a receiving tube for the anchor post according to Figure 5 and 6 in detail view;

Figure 10

an enlarged view of the marked in Figure 1 with X area;

FIGS. 11 and 12

different views to an itemized view of the anchoring post of Fig.10;

Fig. 13

a representation of the marked in Figure 3 with XIII area;

Figure 14

a sectional view corresponding to the section line XIV-XIV of Fig.10;

Figure 15

a sectional view corresponding to the section line XV-XV of Figure 13;

Figure 16

a sectional view corresponding to section line XVI-XVI of Fig.10; and

Figure 17

an enlarged view of the marked in Fig.4 XVII area.

In FIGS. 1 to 3, a vehicle restraint system according to the invention is illustrated and designated generally by 10. The vehicle restraint system 10 is attached, for example, to secure two parallel lanes of a highway in the area of the central strip. It comprises two sections 12 and 14 of a stationary installed as steel barrier wall guide.

The two steel barriers 12 and 14 are firmly anchored to the ground. The two steel protective walls 12 and 14 form a gap in the region L, which has a length of 12 m, for example. This area L serves as a passage area, the opened as needed to redirect traffic from the one lane on this side of the vehicle restraint system 10 to the other side beyond the vehicle restraint system. For closing the gap L, a mobile threshold barrier arrangement 16 is provided, which can be displaced between the closed position shown in FIG. 1 and an open position releasing the passage region L.

The Leitschwellenanordnung 16 includes a plurality of Leitschwellenkörper 18, 20, 22, 24 which are displaceable relative to the stationary installed steel protective walls 12 and 14. FIGS. 2 and 3 show two intermediate states, which are achieved starting from the closed position shown in FIG. 1, when the passage region L is opened. For this purpose, first the threshold bodies 22 and 24 are unlocked in the manner described in more detail below. As a result, then the Leitschwellenkörper 22 is pushed according to arrow P on the upper side of an upper beam 26 of the steel protective wall 12.

3 shows a state in which the Leitschwellenkörper 22 is almost completely pushed onto the upper spar 26. If the baffle body 22 is then pushed completely onto the upper spar 26, the baffle body 24 lying at a lower level is slid in an analogous manner according to the arrow P in FIG. 3 to the left onto the upper spar of the steel protective wall 12. In a corresponding manner, the Leitschwellenkörper 18 and 20 in Figures 1 to 3 can be pushed to the right on the upper spar 28 of the steel protective wall 14. Then the passage area L is released. To close the baffles 18, 20, 22, 24 are moved back into the position shown in Figure 1 and locked together.

The structural details of an exemplary embodiment of the vehicle restraint system 10 according to the invention will be discussed below with reference to FIGS. 4 shows the marked in Figure 1 with IV area of the vehicle restraint system. In Figure 4 can be seen the four Leitschwellenkörper 18, 20, 22 and 24, which abut each other in a joint area 30. In this joint area 30, a coupling profile 32 or 34 is provided, which is inserted into the formed with a hollow box profile Leitschwellenkörper 18, 20, 22, 24. The Leitschwellenkörper 18, 20, 22, 24 and the coupling profiles 32 and 34 have corresponding openings into which locking rods 36, 38 are inserted from above. The locking rods 36, 38 have at their upper ends in Fig.4 each support flanges 40, 42, with which they rest on the top of the Leitschwellenkörper 18 and 22. Due to the interaction of the coupling profiles 32, 34 and the Locking rods 36, 38 together with the Leitschwellenkörpern 18, 20, 22, 24, the latter are firmly connected.

Further, in the Leitschwellenkörper 18, 20, 22, 24 at predetermined intervals from above Arretierungsstangen 44, 46 are used. The locking rods 44, 46 have support flanges 48, 50 on their upper side. They are shown in detail in Figures 5 and 6. The locking rods 44, 46 have sufficient length, so that they far into receiving sleeves 52, 54 engage, which are firmly anchored in the subsurface U. Thereby, the stability and the stoppage capacity of the Leitschwellenanordnung 16 can be increased.

FIG. 4 further shows that support arms 58, 60, 62, 64 are respectively arranged on the guide-shaft bodies. The support arms are pivotally mounted on the respective Leitschwellenkörpern, as shown for example by the double arrows Q and R.

Fig. 17 shows in detail the operation of the support arm 58 in an enlarged view. The support arm 58 is pivotable about a bearing pin 66. He has at its free pivotable end on a bolt 68 rotatably mounted roller 70. Fig. 17 shows the two possible pivot positions, namely at 58 _1, the unfolded position and at 58 _2, the retracted position. In the folded-in position, the support arm 58 bears against a stop element 72.

It should also be noted that in the Leitschwellenkörper 22 and in the support arm 58 corresponding locking holes 74, 76 are provided through each of which a locking pin, not shown, can be inserted to the support arm in the two positions shown in Fig.17 means of not shown Locking pin to lock. The support arms 58, 60, 62, 64 are matched in their length to the desired level of the respective Leitschwellenkörper 18, 20, 22, 24.

Fig. 10 shows the designated in Fig. 1 with X area in which the Leitschwellenkörper 22 and 24 are fixed to the stationary installed steel protective wall 12. Serve for this purpose guide plates 78, 80, 82, as shown in Fig.10 and in the orthogonal view according to section line XIV-XIV in Fig. 14 are shown. Such guide plates are mounted in a corresponding manner on all Leitschwellenkörpern. The guide tabs 78, 80, 82 are fixedly attached to the Leitschwellenkörper 22, for example by welding and slightly tapered apart. For attachment of the Leitschwellenkörpers 22 and analogous to the other Leitschwellenkörper 18, 20 and 24 are fastening bolts 84, 86. The fastening bolts 84 and 86 pass through corresponding holes in the guide plates 78 and 82 and in an obliquely downwardly running portion 88 of the upper spar 26 of the steel barrier 12. By removing the fastening bolts 84 and 86 leaves the baffle body 22 detach from the section 88 of the upper spar 26 and move relative thereto. The guide plates 78, 80, 82 and the corresponding guide plates, not shown, of the other Leitschwellenkörper are so far down over the respective Leitschwellenkörper that they slide on the Leitschwellenkörper on the upper bars 26 and 28 of the steel walls 12 and 14, a guide ensure respective Leitschwellenkörper 18, 20, 22, 24 on the upper bars 26, 28 and prevent tilting down of the Leitschwellenkörper. FIG. 10 also shows that the steel protective wall 12 is anchored by anchors 87 in receptacles 89 in the underground U in a fixed manner.

Fig. 15 shows a view corresponding to XV-XV of Fig.10, wherein the components of the steel protective wall 12 have been omitted. Again, the guide plates 78 and 82 and the Leitschwellenkörper 22 can be seen. Furthermore, one recognizes a bearing roller 90, which is rotatably mounted on a bearing pin 92 and a displacement of the Leitschwellenkörpers 22 on the upper spar 26 of the steel protective wall 12 allows low frictional forces. Comparable bearing rollers are mounted at regular intervals along the baffle bodies, as shown in Fig.10 for a bearing roller 94. The corresponding detail view according to FIG. 16 again shows how the bearing roller 94 is rotatably mounted on a corresponding bearing pin 96 on the guide bar body 22. FIG. 16 shows in particular how the bearing pin 96 is formed. It has at its two ends 98 and 100 respectively threaded portions which are provided with lock nuts to position the bearing roller 94 relative to the baffle body 22. Figure 16 also shows the profile of the baffle body 22 representative of the remaining baffles 18, 20, 24. The baffle body 22 has a box-like downwardly open hollow C-profile.

FIG. 13 shows the intermediate state shown in FIG. 3 when the passage area L is opened. The guide threshold body 22 has already been pushed more than 2/3 onto the upper rail 26 of the steel protective wall 12. The support arm 58 is, as shown in Fig.17 and designated with the position 58 ₂ , collapsed into the baffle body 22 and locked there, so that in a further pushing the Leitschwellenkörpers 22 on the upper spar 26 finally, the roller 70 on the upper Holm 26 unrolls and simplifies further postponement. Furthermore, one recognizes in Fig. 13, the free End of the Leitschwellenkörpers 22, which is provided in the interior with a dashed line recording, in which then the coupling profile 32 can be used, as already explained with reference to Figure 4.

Furthermore, FIG. 13 shows a handling opening 104, which is introduced transversely to the longitudinal extent of the guide bar body 22. In the handling opening 104, a handling rod, not shown, can be inserted transversely, which protrudes sufficiently far, for example by 0.5 m on both sides of the Leitschwellenkörpers 22. At this handling rod can then attack one or two operators to move the baffle body 22 on the upper spar 26. Once the Leitschwellenkörper 22 is completely pushed onto the upper spar 26, and the Leitschwellenkörper 24 can be detached from the inclined portion 88 of the upper beam 26 and also pushed onto the upper beam 28. In an analogous manner, the two guide-shaft bodies 18 and 20 are moved, so that the passage area L can be opened. If necessary, the passage area L can also be closed again, in succession, the individual Leitschwellenkörper 18, 20, 24, 22 placed in the position shown in Figure 1 and then by introducing the coupling profiles 32, 34, the locking rods 36, 38 and the Locking rods 44, 46 are attached.

The invention shows an economically producible, easy to handle and yet safe construction for the optional locking of passage areas between fixedly installed portions of a vehicle restraint system.

In the above, an embodiment of the invention has been explained. It is understood that the vehicle restraint system 10 on both sides of the gap L can also be performed differently, for example in the form of a concrete protective wall or in the form of protective barrier arrangements with appropriate provisions for pushing the Leitschwellenanordnung.

Claims (17)

A vehicle restraint system (10) for securing roadways with a passage area (L) provided in a fixedly installed guide device (12) and a guide rail arrangement (16) which is mobile relative to the passage area (L) as required, wherein the guide rail arrangement (16) extends between one Passagebereich (L) releasing open position and the passage area (L) obstructing closed position is displaceable,
characterized in that the Leitschwellenanordnung (16) comprises a plurality of Leitschwellenkörpern (18, 20, 22, 24), which are for releasing the passage area (L) on a portion (26) of the fixedly installed guide (12, 14) pushed. Vehicle restraint system (10) according to claim 1,
characterized in that the Leitschwellenkörper (18, 20, 22, 24) in the closed position relative to the roadway (U) can be locked. Vehicle restraint system (10) according to claim 2,
characterized in that for locking the Leitschwellenkörper (18, 20, 22, 24) an anchor member (44, 46) is provided, which in a passage area (L) provided in the locking opening (52, 54) can be introduced. Vehicle restraint system (10) according to one of the preceding claims,
characterized in that on the Leitschwellenkörper (18, 20, 22, 24) guide means (78, 80, 82) for guided sliding onto the guide means (12, 14) are provided. Vehicle restraint system (10) according to claim 4,
characterized in that the guide means comprise guide plates (78, 80, 82) which engage around the guide (12, 14) laterally. Vehicle restraint system (10) according to claim 5,
characterized in that fastening means (84, 86) can be fastened to the guide straps (78, 80, 82) in order to fix the respective guide-bar body (18, 20, 22, 24) in the closed position to the fixed guide (12,14) releasably set. Vehicle restraint system (10) according to one of the preceding claims,
characterized in that a plurality of Leitschwellenkörpern (18, 20, 22, 24) is provided, wherein the Leitschwellenkörper (18, 20, 22, 24) are arranged in the closed position at different levels above the roadway. Vehicle restraint system (10) according to one of the preceding claims,
characterized in that on the Leitschwellenkörper (18, 20, 22, 24) bearing rollers (94) are provided which roll when pushing the Leitschwellenkörpers (18, 20, 22, 24) on the guide (12, 14) on a bearing surface. Vehicle restraint system (10) according to claims 7 and 8,
characterized in that a support leg (58, 60, 62, 64) is provided in the region of a in the closed position of the stationary guide (12, 14) remote from the end of the Leitschwellenkörpers (18, 20, 22, 24), with which the Threshold body (18, 20, 22, 24) on the ground (U) or on a lying at a lower level Leitschwellenkörper (20, 24) is supported. Vehicle restraint system (10) according to claim 9,
characterized in that the support leg (58, 60, 62, 64) on the Leitschwellenkörper (18, 20, 22, 24) mounted in a pivot bearing (66) and between a Ausklappstellung (58 ₁ ) and a Einklappstellung (58 ₂ ) pivotable is. Vehicle restraint system (10) according to claim 10,
characterized in that on the Leitschwellenkörper (18, 20, 22, 24), a stop (72) is provided, which positions the support leg (58, 60, 62, 64) in the Einklappstellung (58 ₂ ) such that the support leg (58, 60, 62, 64) associated bearing roller (70) the guide bar body (18, 20, 22, 24) when sliding on the fixed guide means (12, 14) stores friction. Vehicle restraint system (10) according to one of the preceding claims,
characterized in that in the closed position of the stationary guide device (12, 14) remote end of the Leitschwellenkörpers (18, 20, 22, 24) handling means (104) are provided in the region. A vehicle restraint system (10) according to claim 12,
characterized in that the handling means comprise a receiving opening provided in the Leitschwellenkörper (104) and in the receiving opening (104) transversely to the Leitschwellenkörper (18, 20, 22, 24) usable handling rod. Vehicle restraint system (10) according to one of the preceding claims,
characterized in that the baffle bodies (18, 20, 22, 24) comprise elongate box profile elements. Vehicle restraint system (10) according to one of the preceding claims,
characterized in that the passage area in a gap (L) of the guide (12, 14) is arranged and that on both sides of the gap (L) to the gap (L) enclosing Leiteinrichtungsabschnitten (12, 14) Leitschwellenkörper (18, 20, 22 , 24) are arranged, which are in the closed position in a central region (30) of the gap jerky composable and coupled to each other. A crash barrier body (18, 20, 22, 24) for a vehicle restraint system (10) according to any one of the preceding claims comprising an elongate profile having guide means (78, 80, 82) and at least one bearing roller (90, 94) for guided displacement relative to one Underground or / and to a stationary guide (12, 14). Method for opening and closing a passage area (L) within a fixedly installed guide device (12, 14) on lanes with a mobile barrier frame (16) as required relative to the passage area (L), the barrier barrier arrangement (16) between a passage area (L ) releasing open position and the passage area (L) obstructing the closed position is displaceable,
characterized in that the baffle arrangement (16) comprises a plurality of baffle bodies (18, 20, 22, 24) which are slidable for releasing the passage area (L) on a portion of the guide (12, 14), wherein for opening the passage area (L) A) the baffle bodies (18, 20, 22, 24) are unlocked, B) first the uppermost threshold body (18, 22) on the guide (12, 14) is pushed and C) then each of the lying at a next lower level Leitschwellenkörper (20, 24) on the guide (12, 14) is pushed until the passage area (L) is released
and wherein closing the passage area (L) D) the Leitschwellenkörper (18, 20, 22, 24) successively from the guide (12, 14) are deported and E) are then locked in the closed position, so that the passage area (L) is locked.

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