EP1619312B1 - 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 according to the preamble of patent claim 1.

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.

From the generic state of the art according to US 5,211,503 a vehicle restraint system according to the preamble of claim 1 is known. In this vehicle restraint system Leitschwellenkörper be pushed by means of a motor drive device on the stationary installed guide.

Out DE 1803862 A1 a vehicle restraint system is known in which also massive baffles for releasing a passage area are pushed onto a stationary installed Leitschwellenanordnung. For this purpose, a Hebeschwingenmechanismus used, which leverages using a lever effect, lifting the movable Leitschwellenkörper simplifies the stationary installed Leitschwellenanordnung.

From the DE 44 22 050 C2 Furthermore, a vehicle restraint system is known in which 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. This system also shows the above with reference to the DE 44 22 050 C2 mentioned disadvantages 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 achieved by a vehicle restraint system having the features of patent claim 1.

According to the invention, the individual Leitschwellenkörper to release the passage area can be easily postponed from its closed position over the obliquely downgoing section on the guide and then store in the open position on the guide. 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 gradual opening and closing of the passage area, so that the individual components of the Leitschwellenanordnung can be successively moved, 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.

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 that are for releasing the passage area on a portion of the guide on pushed, to open the passage area, the Leitschwellenkörper be unlocked, the uppermost Leitschwellenkörper is first pushed onto the guide and then each of the lying on 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 in Fig.1 area marked IV;

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 Figure 4 ;

8 and 9

different views of a receiving tube for the anchor post according to Fig.5 and 6 in single part representation;

Figure 10

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

FIGS. 11 and 12

different views to a single part representation of the anchoring post from Figure 10 ;

Fig. 13

a representation of the in Figure 3 area marked XIII;

Figure 14

a sectional view corresponding to the section line XIV-XIV Figure 10 ;

Figure 15

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

Figure 16

a sectional view corresponding to section line XVI-XVI Figure 10 ; and

Figure 17

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

In Fig.1 to 3 an inventive vehicle restraint system is shown and generally designated 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. To close the gap L, a mobile barrier arrangement 16 is provided, which is located between the in Fig.1 shown closed position and the passage area L releasing open position is displaced.

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. Fig.2 and 3 show two intermediate states starting from the in Fig.1 shown closed position can be achieved when the passage area 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.

Figure 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, then the baffle body 24 lying at a lower level becomes in an analogous manner according to the arrow P in FIG Figure 3 pushed to the left on the upper spar of the steel protective wall 12. In a corresponding manner, the Leitschwellenkörper 18 and 20 in Fig.1 to 3 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 Leitschwellenkörper 18, 20, 22, 24 again in the in Fig.1 shown shifted back position and locked together.

The following is intended with reference to the 4 to 17 to discuss the structural details of an embodiment of the vehicle restraint system 10 according to the invention. Figure 4 shows the in Fig.1 marked with IV area of the vehicle restraint system. In Figure 4 If one recognizes the four Leitschwellenkörper 18, 20, 22 and 24, which abut one another 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 bars 36, 38 point to their in Figure 4 Overlying ends 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 in detail in Fig.5 and 6 shown. 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.

Figure 4 further shows that each support arms 58, 60, 62, 64 are arranged on the Leitschwellenkörpern. 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 folded 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 which a respective not shown locking pin can be inserted to the support arm in the two in Figure 17 to lock shown positions by means of the locking pin, not shown. The support arms 58, 60, 62, 64 are matched in their length to the desired level of the respective Leitschwellenkörper 18, 20, 22, 24.

Figure 10 shows the in Fig. 1 X marked area in which the Leitschwellenkörper 22 and 24 are fixed to the stationary installed steel protective wall 12. Serve this purpose guide plates 78, 80, 82, as in Figure 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 protection 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 stationary.

Figure 15 shows a view corresponding to XV-XV Figure 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 Leitschwellenkörpern, as in Figure 10 for a bearing roller 94. The corresponding detail view according to Figure 16 again shows how the bearing roller 94 is rotatably mounted on a corresponding bearing pin 96 on the Leitschwellenkörper 22. Figure 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 Leitschwellenkörpers 22 representative of the remaining Leitschwellenkörper 18, 20, 24. The Leitschwellenkörper 22 has a box-like downwardly open hollow C-profile.

Figure 13 shows the in Figure 3 shown intermediate state when opening the passage area L. The Leitschwellenkörper 22 is already pushed to more than 2/3 on the upper spar 26 of the steel protective wall 12. The support arm 58 is as in Figure 17 shown and designated with the position 58 ₂ , folded into the Leitschwellenkörper 22 and locked there, so that in a further pushing on the Leitschwellenkörpers 22 on the upper spar 26 finally rolls the roller 70 on the upper spar 26 and simplifies further pushing. 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 with reference to Figure 4 explained.

Furthermore one recognizes in Fig. 13 a handling opening 104, which is introduced transversely to the longitudinal extent of the Leitschwellenkörpers 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 in the in Fig.1 shown position and then by inserting 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 (16)

1. Vehicle restraint system (10) for safeguarding carriageways comprising a passage region (L) provided in a fixedly installed barrier installation (12, 14) and a crash barrier arrangement (16) which, if required, is mobile relative to the passage region (L), the crash barrier arrangement (16) being displaceable between an open position opening up the passage region (L) and a closed position blocking the passage region (L),
   and the crash barrier arrangement (16) comprising a plurality of crash barrier elements (18, 20, 22, 24),
   characterised in that the fixedly installed barrier installation (12, 14) comprises a portion (88) extending obliquely downwards, to which the crash barrier elements (18, 20, 22, 24) are fastened in the closed position and in that, for opening up the passage region (L), the crash barrier elements (18, 20, 22, 24) are able to be pushed via the downwardly extending portion (88) onto the fixedly installed barrier installation (12, 14).
2. Vehicle restraint system (10) according to Claim 1, characterised in that in the closed position the crash barrier elements (18, 20, 22, 24) may be locked in position relative to the carriageway (U).
3. Vehicle restraint system (10) according to Claim 2, characterised in that for locking the crash barrier elements (18, 20, 22, 24) in position an anchoring element (44, 46) is provided which may be inserted into a locking opening (52, 54) provided in the passage region (L).
4. Vehicle restraint system (10) according to one of the preceding claims, characterised in that on the crash barrier element (18, 20, 22, 24) guide means (78, 80, 82) are provided for pushing onto the barrier installation (12, 14) in a guided manner.
5. Vehicle restraint system (10) according to Claim 4, characterised in that the guide means comprise guide plates (78, 80, 82) which laterally encompass the barrier installation (12, 14).
6. Vehicle restraint system (10) according to Claim 5, characterised in that fastening means (84, 86) may be fastened to the guide plates (78, 80, 82), in order to secure the respective crash barrier element (18, 20, 22, 24) releasably to the fixed barrier installation (12, 14) in the closed position.
7. Vehicle restraint system (10) according to one of the preceding claims, characterised in that a plurality of crash barrier elements (18, 20, 22, 24) is provided, the crash barrier elements (18, 20, 22, 24) being arranged in the closed position at different levels above the carriageway.
8. Vehicle restraint system (10) according to one of the preceding claims, characterised in that on the crash barrier element (18, 20, 22, 24) bearing rollers (94) are provided, which roll on a bearing surface when pushing the crash barrier element (18, 20, 22, 24) onto the barrier installation (12, 14).
9. Vehicle restraint system (10) according to Claim 7 and 8, characterised in that in the region of one end of the crash barrier element (18, 20, 22, 24), which in the closed position is remote from the fixed barrier installation (12, 14), a supporting leg (58, 60, 62, 64) is provided with which the crash barrier element (18, 20, 22, 24) is supported on the ground (U) or on a crash barrier element (20, 24) located at a lower level.
10. Vehicle restraint system (10) according to Claim 9, characterised in that the supporting leg (58, 60, 62, 64) is mounted on the crash barrier element (18, 20, 22, 24) in a pivot bearing (66) and may be pivoted between a folded-out position (58₁) and a folded-up position (58₂).
11. Vehicle restraint system (10) according to Claim 10, characterised in that on the crash barrier element (18, 20, 22, 24) a stop (72) is provided which positions the supporting leg (58, 60, 62, 64) in the folded-up position (58₂) such that the bearing roller (70) associated with the supporting leg (58, 60, 62, 64) supports the crash barrier element (18, 20, 22, 24) with reduced friction when pushed onto the fixed barrier installation (12, 14).
12. Vehicle restraint system (10) according to one of the preceding claims, characterised in that handling means (104) are provided in the region of one end of the crash barrier element (18, 20, 22, 24) which in the closed position is remote from the fixed barrier installation (12, 14).
13. Vehicle restraint system (10) according to Claim 12, characterised in that the handling means comprise a receiver opening (104) provided in the crash barrier element and a handling bar which may be inserted into the receiver opening (104) transversely to the crash barrier element (18, 20, 22, 24).
14. Vehicle restraint system (10) according to one of the preceding claims, characterised in that the crash barrier elements (18, 20, 22, 24) comprise elongate box profile elements.
15. Vehicle restraint system (10) according to one of the preceding claims, characterised in that the passage region is arranged in a gap (L) of the barrier installation (12, 14) and in that on both sides of the gap (L) crash barrier elements (18, 20, 22, 24) are arranged on the barrier installation portions (12, 14) enclosing the gap (L), which in the closed position may be brought together by abutment and coupled to one another in a central region (30) of the gap.
16. Method for opening and closing a passage region (L) inside a fixedly installed barrier installation (12, 14) on carriageways comprising a crash barrier arrangement (16) which, if required, is mobile relative to the passage region (L), the crash barrier arrangement (16) being displaceable between an open position opening up the passage region (L) and a closed position blocking the passage region (L),
    characterised in that the crash barrier arrangement (16) comprises a plurality of crash barrier elements (18, 20, 22, 24) which, for opening up the passage region (L), are able to be pushed onto a portion of the barrier installation (12, 14), for opening the passage region (L)

    A) the crash barrier elements (18, 20, 22, 24) are unlocked,

    B) firstly the uppermost crash barrier element (18, 22) is pushed onto the barrier installation (12, 14) and

    C) then the respective crash barrier element (20, 24) located on the next level down is pushed onto the barrier installation (12, 14) until the passage region (L) is opened up
    and for closing the passage region (L)

    D) the crash barrier elements (18, 20, 22, 24) are successively pushed off the barrier installation (12, 14) and

    E) then locked in the closed position so that the passage region (L) is blocked.

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