EP2158364B1 - Vehicle restraint system for safeguarding roadways that comprises a passage region - Google Patents

Abstract

The invention relates to a vehicle restraint system (10) for safeguarding roadways that comprises a passage region (P), provided in or on a fixedly mounted barrier installation (12, 18), and a crash barrier arrangement (22) which can move relative to the passage region (P) if and as required, wherein the crash barrier arrangement (22) can be shifted between an open position, which gives access to the passage region (P), and a closed position, which blocks the passage region (P), wherein the barrier installation (12, 18) has a hollow design at least in the end sections (14, 16) adjacent to the passage region (P), and wherein the crash barrier arrangement (22) comprises at least one crash barrier element (24, 26) which can be shifted with respect to the adjacent end section (14, 20). Provision is made in this vehicle restraint system (10) for the crash barrier element (24, 26) to be able to slide telescopically in the hollow end section (14, 20) of the barrier installation (12, 18) in order to open the passage region (P).

Description

The present invention relates to a vehicle restraint system for securing lanes with a provided in or on a fixed guide guide passage and a if necessary relative to the passage portion mobile Leitschwellenanordnung, the Leitschwellenanordnung between the passage area releasing open position and the passage area obstructing the closed position is displaceable, wherein Further, the guide is formed hollow at least in the passage area adjacent end portions and wherein the Leitschwellenanordnung includes at least one displaceable to the adjacent end portion Leitschwellenelement, and wherein the Leitschwellenelement to open the passage portion is telescopically inserted into the hollow end portion of the guide.

Such a vehicle restraint system is already off CN 2 553 055 y known.

In the patent DE 44 22 050 C2 For example, a vehicle restraint system is known in which a baffle arrangement is removably disposed in a passage area. The Leitschellenanordnung can be pivoted in the passage area to open this, if necessary.

An arrangement comparable to the function is furthermore disclosed in the published patent application DE 10 2005 011 382 A1 the applicant known. Also in this device, a Leitschwellenanordnung can be moved in a passage area between a stationary installed guide so as to release the passage area, if necessary.

Also the German utility model DE 298 07 232 U1 describes a vehicle restraint system with a shiftable if necessary Leitschwellenanordnung.

In the documents DE 199 43 229 A1 is a Leitschwellenanordnung described with a pivotable median barrier.

Finally, the document shows EP 1 619 312 a vehicle restraint system for securing lanes in a passage area, wherein the Leitschwellenanordnung for releasing the passage area can be pushed onto the fixed guide.

The systems described above have the disadvantage that the retention capacity of the arranged in the passage area Leitschwellenanordnung in its closed position remains in part even far behind the retention capacity of the stationary installed guide. In addition, it has been shown that the handling in the known systems is relatively complicated, so that often several people are required to open or close the passage area.

It is an object of the present invention to provide a vehicle restraint system of the type described, which is characterized by a simple design and easy handling by a high stability and in particular a good retention in an impact situation.

This object is achieved by a vehicle restraint system of the type described, in which it is provided that the end portion of the guide and the Leitschwellenelement are made of a closed profile, and that the at least one Leitschwellenelement for shutting off the passage area by means of at least one securing bolt with another Leitschwellenelement can be coupled and for releasing the passage area by removing the at least one securing bolt of the further Leitschwellenelement is decoupled.

The inventive arrangement of the Leitschwellenelement and end portion of the stationary installed guide offers many advantages. A significant advantage in terms of the stability of the entire vehicle restraint system, including in the passage area, is that both the end portion of the fixed guide and the telescopically insertable Leitschwellenelement are made of a closed profile, so that a high degree of containment can be achieved because thereby the Deformation tendency can be reduced in a crash situation.

Another advantage of the arrangement according to the invention is that it can be arranged in a passage area which has a bank, ie in a passage area in which, for example, the roadway located on one side of the vehicle restraint system is at a higher level than the roadway on the other side. Door-like constructions can not be used in such installation situations. The telescopic arrangement according to the invention, however, also allows easy opening and closing of the passage area in installation situations with bank.

In addition, can be installed in the end portion of the guide guide means that allow easy handling. Finally, the fixation of the Leitschwellenelements at the end portion of the guide in the closed position is easily ensured, since only one end-side portion of the telescoping Leitschwellenelements remains overlapping within this receiving end portion of the stationary installed guide and is held in this.

The invention provides that the at least one Leitschwellenelement for shutting off the passage area by means of at least one safety bolt with another Leitschwellenelement is coupled and can be decoupled from the further Leitschwellenelement to release the passage area by removing the at least one locking bolt. As a result, the stability of the vehicle restraint system in the passage area can be further increased when the threshold barrier arrangement is in its closed position. The Leitschwellenelemente the Leitschwellenanordnung be connected to each other at its free end. Preferably, two locking bolts are used to ensure a torsionally rigid connection. The safety bolts can also be anchored underground.

In addition, it can be provided with regard to the connection of two Leitschwellenelemente that the one Leitschwellenelement at its free end with a coupling portion and that the further Leitschwellenelement is provided at its intended for coupling opposite end with a Komplementärkopplungsabschnitt. In this context, a development of the invention provides that the coupling portion and the complementary coupling portion are each arranged at different levels, so that the coupling portion of a Leitschwellenelements can be brought in the longitudinal direction of the Leitschwellenelements in Überlapppung with the Komplementärkopplungsabschnitt the other Leitschwellenelements. Furthermore, it can be provided in this context that the coupling portion and the complementary coupling portion each have at least two correspondingly arranged and dimensioned bolt recesses for receiving a respective securing bolt. As already indicated above, it can also be provided in this connection that at least one of the securing bolts fits into a corresponding recess in the Road surface extends so as to fix the Leitschwellenanordnung on the road surface in the passage area in its closed position.

For safety reasons, in order to avoid unnecessary risk of injury, a development of the invention provides that the coupling section and the complementary coupling section each have correspondingly rounded end faces.

In order to simplify the handling, in particular to simplify the displacement of individual Leitschwellenelemente the Leitschwellenanordnung a development of the invention provides that the at least one Leitschwellenelement is provided with a roller assembly. In principle, it is possible to permanently fix the roller assembly in a certain position. An advantageous development of the invention provides, however, that the roller assembly between a rest position and an active position is displaced. This makes it possible that the Leitschwellenelement is brought in preparation for a shift in a state in which it is easier to handle by the roller assembly displaced to its active position, for example, extended or unfolded, is. Then, the Leitschwellenelement can be displaced friction on the road surface. If it was brought into its desired target position (open position or closed position), in which it should then remain, the roller assembly is moved in the sequence in its rest position, for example, retracted or folded, in which the Leitschwellenelement can be moved at best with the application of very high forces which is not intended in itself.

In connection with the design of the roller arrangement can be provided that this has at least one single role. Alternatively, it is also possible that the roller assembly has at least one pair of rollers. In order to further simplify the displacement, a further development of the present invention provides that the roller arrangement rolls in or on a guide shaft provided in the roadway surface. The guide shaft can act as a kind of rail. In order to avoid blockage by dirt collecting or stranded in the guide shaft, a development of the invention provides that a dirt grid and / or a drain are provided in the region of the guide shaft. As a result, the actual guide area can be kept largely free of rolling objects obstructing.

As already indicated above, guide means can also be arranged in the end section of the stationarily installed guide device. Thus, a further development of the invention that the hollow end portion has bearing rollers on which rolls the Leitschwellenelement when moving.

Fig.1

eine Übersichtsdarstellung einer Einbausituation des erfindungsge-mäßen Fahrzeugrückhaltesystems, wobei sich die Leitschwellenanordnung in ihrer Schließstellung befindet;

Fig.2

eine Ansicht gemäß Fig.1, wobei sich die Leitschwellenanordnung jedoch in ihrer Offenstellung befindet;

Fig.3

eine vergrößerte Ansicht des erfindungsgemäßen Fahrzeugrückhalte-systems im und nahe dem Passagebereich;

Fig.4

eine Draufsicht der Darstellung gemäß Fig.3;

Fig.5

eine Schnittansicht entlang Schnittlinie A-A aus Fig.3;

Fig.6

eine Schnittansicht entlang Schnittlinie B-B aus Fig.3;

Fig.7

eine Schnittansicht entlang Schnittlinie C-C aus Fig.3;

Fig.8

eine vergrößerte Detailansicht des Bildausschnitts X aus Fig.3;

Fig.9

eine alternative Ausgestaltungsform zu der Ausführung gemäß Fig.8.

The invention will be described below by way of example with reference to an embodiment with reference to the accompanying figures. These are:

Fig.1

an overview of an installation situation of erfindungsge -mäßen vehicle restraint system, wherein the Leitschwellenanordnung is in its closed position;

Fig.2

a view according to Fig.1 However, with the Leitschwellenanordnung is in its open position;

Figure 3

an enlarged view of the vehicle restraint system according to the invention in and near the passage area;

Figure 4

a plan view of the illustration according to Figure 3 ;

Figure 5

a sectional view taken along section line AA Figure 3 ;

Figure 6

a sectional view taken along section line BB Figure 3 ;

Figure 7

a sectional view taken along section line CC Figure 3 ;

Figure 8

an enlarged detail view of the image X from Figure 3 ;

Figure 9

an alternative embodiment of the embodiment according to Figure 8 ,

In Fig.1 a vehicle restraint system is shown in outline and generally designated 10. This is arranged on a substrate U. It comprises a fixedly installed guide device 12 with a likewise stationary installed end section 14. In the region of a tunnel wall 16 is another Fixed installed guide 18 arranged with a quasi stationary installed end portion 20th

In a passage area P to be opened or closed as needed, for example, when a tunnel tube of a two-tube tunnel is blocked or when an accident has occurred in a tunnel, a Leitschwellenanordnung 22 is provided. The Leitschwellenanordnung 22 includes a first Leitschwellenelement 24 and a second Leitschwellenelement 26. In Fig.1 is the Leitschwellenanordnung 22 shown in its closed position. In this closed position, the two Leitschwellenelemente 24 and 26 in a position in which they close the passage area P and are coupled together in a coupling region 28. As in Fig.1 shown, in the closed position, the entire vehicle restraint system is closed from the stationary installed guide 12 to the tunnel wall 16 towards and offers a high retention capacity.

In Fig.2 is the arrangement according to Fig.1 shown in its open position, that is, the two Leitschwellenelemente 24 and 26 were separated from each other in the coupling region 28 and telescoped into the end portions 14 and 20 of the stationary installed guide, so that the passage area P is released. Now vehicles can drive through the passage area P through. It is understood that the Leitschwellenelemente 24 and 26 can be configured in length as needed. In the alternative, additional elements (not shown) between the telescopic guide threshold elements 24 and 26 may be provided even in the case of very long passage areas, for example, such threshold elements as in the prior art DE 10 2005 011 382 A1 are described, which of course can be adapted to the profile of the Leitschwellenelemente 24 and 26.

After referring to Fig.1 and 2 Now, the basic principle has been explained with regard to a shift of the Leitschwellenanordnung in the passage area P, with reference to the 3 to 9 on the structural features and operation in detail.

Figure 3 shows an enlarged portion of the passage area P according to FIG Fig.1 in detail view, with the two Leitschwellenelemente 24 and 26 are in their closed position. The Leitschwellenelement 24 is shown greatly shortened by drawing out a part.

Figure 5 shows the stationary installed guide in area 30. This is composed of a base member 32 which is bolted to a Leitwandtell 34. Both parts, base part 32 and guide wall part 34, are formed as a hollow steel body, wherein the guide wall part 34 are slipped over the base part 32 and fixed by connecting bolts 36 and receiving plates 38 with internal threads on this. The base member 32 has flat leaking side portions 40 which are passable by a vehicle. It lies with a bottom plate 42 on the road surface and can be screwed with this if necessary.

At the section 30 is followed by a hollow for the telescopic recording of the Leitschwellenelements 24 over the entire height formed end portion 14, which in section in Figure 6 is shown. Also, the end portion 14 has a bottom plate 42. With regard to its outer profile, he notes the continuation of the outer profile according to section 30 Figure 5 in the direction of the longitudinal axis A in the interior of the end portion 14, the guide element threshold 24 is added telescopically.

The Leitschwellenelement 24 comprises a substantially adapted to the inner profile of the inner portion 14 outer profile. Inside the baffle element 24, a transverse plate 44 extending along the longitudinal axis is provided for stabilization. Further, the Leitschwellenelement 24 in its lower edge portion on angular recesses 46 and 48 which extend in the direction of the longitudinal axis A. These angular recesses 46 and 48 serve as guides and provide bearing surfaces for guide rollers 50 and 52, which are mounted rotatably about an axis of rotation D in a manner not shown. Furthermore, a further rotatably mounted guide roller 54 is shown in the head region of the baffle element 24.

Figure 7 shows the Leitschwellenelement 24 in section CC. Here, it can also be seen that the head region of the baffle element 24 is reinforced with a reinforcing plate 56 in addition to the reinforcing plate 44. In addition, the recesses 46 and 48 are provided, which have already emerged from the receiving hollow end portion 14 in the sectional view CC, so that the rollers 50 and 52 are no longer recognizable.

In the bottom region of the baffle element 24, a further roller 58 is rotatably supported via a fork 60. The fork 60 is along with the roller along the Vertical axis H via a rotary spindle assembly 62 displaced. So the role is 58 in the in Figure 7 shown active position displaced, in which it rolls on a substrate U. This is for example in Figure 8 shown. One recognizes in Figure 8 in that the roller 58 engages in a shaft 66 in the mobile ground, which is covered with a debris grate 64 offset downwards. The dirt grid 64 is permeable to dirt particles and water and serves as a running surface for the roller 58 when it is in its active position. When the roller 58 is retracted into its passive position along the vertical axis H upwards into the interior of the baffle element 24, the bottom 68 of the baffle element 24 rests on the substrate U.

Turn now again 3 and 4 to, it can be seen that the Leitschwellenelement 24 is provided in the coupling region 28 with a coupling portion 70 and that the Leitschwellenelement 26 is provided with a complementary coupling portion 72. The coupling portions 70 and 72 are at different height levels, so that they are in the closed position, as in Figure 3 shown, just overlap. They are provided with corresponding recesses, can be inserted through the locking pin 74 for locking through. The securing bolts 74 are preferably formed with such a length that they engage in the fully inserted state in corresponding recesses 76 in the ground U for anchoring.

One recognizes in Fig. 4 further, that the coupling portions 70 and 72 are rounded to provide no sharp edges and thereby reduce the risk of injury in an impact situation.

Figure 9 shows an alternative embodiment of the roller assembly in the region of the bottom of a Leitschwellenelements. In this arrangement, the roller assembly comprises two rollers 80 and 82 which are rotatable about a common axis of rotation E. The two rollers 80 and 82 are rotatably mounted on a bearing profile 84 which has a stop plate 86 at its upper end. The stop plate 86 can serve as a stop element in the active position or passive position of the roller assembly. Furthermore one recognizes in Figure 9 again the spindle assembly 62nd

The mode of operation is as follows: To shift the Leitschwellenelemente 24 and 26 between the active position and the passive position is first the Roller arrangement according to Figure 8 , or alternatively the roller assembly according to Figure 9 , "extended" by actuation of the threaded spindle assembly 62 from the bottom 68 so that it is in its active position and on the ground U in the in Figure 8 or in Figure 9 can roll shown way. The extension of the roller assembly via a suitable tool, for example, such that a long-necked crank handle inserted through an opening provided for this purpose in the head portion of the guide element thresholds 24, 26, coupled to the threaded spindle assembly and rotatably actuated. After the extension of the roller assembly, the Leitschwellenelement 24 can be moved with little friction and without much effort by an operator.

In the in Figure 3 shown closed position then the two coupling portions 70 and 72 are connected by inserting the locking pin 74 together. As a result, the roller assemblies are shifted back to their passive position, so that the guide threshold elements 24 and 26 are sufficiently fixed.

For releasing the passage area P, the roller arrangements according to Figure 8 respectively. Figure 9 shifted into their active position. Furthermore, the connection of the Leitschwellenelemente 24 and 26 is released via the securing bolt 74. Then, the Leitschwellenelemente 24 and 26 are inserted into the telescopically receiving end portions 14 and 20, as shown in Fig.2 is shown. The passage area P is now released.

The invention thus provides a simple and easy to handle vehicle restraint system with high retention capacity.

Claims (13)

1. Vehicle restraint system (10) for securing roadways comprising a passage range (P) provided in or at a stationary installed guide device (12, 18) and a guide barrier arrangement (22) which is mobile relative to the passage range (P), if required, wherein the guide barrier arrangement (22) is displaceable between an open position deblocking the passage range (P) and a closed position blocking the passage range (P),

   - wherein the guide device (12, 18) has a hollow design at least in the end portions (14, 20) adjacent to the passage range (P),

   - wherein the guide barrier arrangement (22) comprises at least one guide barrier element (24, 26) which is displaceable with respect to the adjacent end portion (14, 20), and wherein the guide barrier element (24, 26) can be inserted telescopically into the hollow end portion (14, 20) of the guide device (12, 18) for opening the passage range (P),

   characterized in that the end portion of guide device (12, 18) and the guide barrier element (24, 26) are made of a closed profile and in that the at least one guide barrier element (24, 26) may be coupled to another guide barrier element (24, 26) by means of at least one locking pin (74) for blocking the passage range (P) and may be decoupled from the other guide barrier element (24, 26) by removing the at least one locking pin (74) for deblocking the passage range (P).
2. Vehicle restraint system (10) according to claim 1,
   characterized in that the one guide barrier element (24) is provided with a coupling portion (70) at its free end and the other guide barrier element (26) is provided with a complementary coupling portion (72) at its opposite end which is adapted for coupling.
3. Vehicle restraint system (10) according to claim 2,
   characterized in that the coupling portion (70) and the complementary coupling portion (72) are arranged on different levels so that the coupling portion (70) of the one guide barrier element (24) can be arranged to overlap the complementary coupling portion (72) of the other guide barrier element (26) in the longitudinal direction (A) of the guide barrier element (24, 26).
4. Vehicle restraint system (10) according to claim 3,
   characterized in that the coupling portion (70) and the complementary coupling portion (72) each comprise at least two correspondingly arranged and sized pin recesses for receiving one locking pin (74) each.
5. Vehicle restraint system (10) according to claim 4,
   characterized in that at least one of the locking pins (74) extends into a corresponding recess (76) in the road's subsurface (U).
6. Vehicle restraint system (10) according to any one of claims 3 to 5,
   characterized in that the coupling portion (70) and the complementary coupling portion (72) each comprise correspondingly rounded front faces.
7. Vehicle restraint system (10) according to any one of the preceding claims,
   characterized in that the at least one guide barrier element (24, 26) is provided with a roller arrangement (58; 80, 82).
8. Vehicle restraint system (10) according to claim 7,
   characterized in that the roller arrangement (58; 80, 82) is displaceable between an idle position and an active position.
9. Vehicle restraint system (10) according to any one of claims 7 or 8,
   characterized in that the roller arrangement comprises at least one individual roller (58).
10. Vehicle restraint system (10) according to any one of claims 7 or 8,
    characterized in that the roller arrangement comprises at least one pair of rollers (80, 82).
11. Vehicle restraint system (10) according to any one of the preceding claims,
    characterized in that the roller arrangement (58; 80, 82) rolls off in or on a guide shaft (66) provided in the road's subsurface (U).
12. Vehicle restraint system (10) according to claim 11,
    characterized in that a mud grid (64) and/or drainage is provided in the region of the guide shaft (66).
13. Vehicle restraint system (10) according to any one of the preceding claims,
    characterized in that the hollow end portion (14, 20) comprises bearing rollers (50, 52), on which the respective guide barrier element (24, 26) rolls off upon displacement.

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