EP2565328A2 - Guide rail and vehicle retention system with same - Google Patents

Abstract

The barrier (1) has barrier bodies (A, B) engageable with each other by a coupling element. One of the bodies is supported at an end-sided bearing arrangement (8) by a horizontal pivot axle (10) and vertically pivotable from a closed position to an open position (a2). A gap formed between front ends (4a, 4b) of the bodies is partially bridged by a side flange (6a) in the closed position. The flange is formed at one of the bodies. Inclination angles (c1, c2) between the front end and a top side (7) of one body and the front end and a lower side (2) of another body are less than 90 degrees. An independent claim is also included for a vehicle retention system.

Description

The invention relates to a Leitschwellenschranke for integration into a stationary vehicle restraint system according to the features in the preamble of claim 1 and a vehicle restraint system with a Leitschwellenschranke according to the features in the preamble of claim 11.

In addition to the purely optical clarification of the traffic management by means of guide devices are used in particular passive protective devices to stop a departing from the designated lane vehicle. In the form of mobile or stationary vehicle restraint systems crashes and any collision with oncoming traffic are thus effectively prevented.

In contrast, a rapid emergency opening within these vehicle restraint systems is necessary, especially in exceptional situations, to allow, for example, an unimpeded fire or ambulance passage.

Since these vehicle restraint systems constitute a structural separation and thus a boundary that can not normally be crossed by a vehicle, corresponding devices are necessary for this purpose.

The vehicle restraint systems formed mostly by releasably juxtaposed barriers made of concrete or metal have for this purpose pivotable sections in order to cancel the created barrier effect if necessary, at least in sections. In this case, individual Leitschwellenabschnitte are formed as a Leitschwellenschranke, where they are fixed on one side about a rotation axis and thus are pivotable about this from a closed position to an open position.

The DE 10 2008 016 837 A1 discloses a threshold barrier for integration into a stationary vehicle restraint system on a traffic route. For this purpose, the barrier barrier comprises a base body extending in its longitudinal direction, which is arranged so as to be horizontally pivotable about a vertical axis of rotation at an end bearing area. Furthermore, the base body on its side facing away from the storage area on a coupling means, via which the base body is coupled to a corresponding with the coupling means portion of the vehicle restraint system.

From the DE 20 2004 005 084 U1 is a guardrail as part of a crash barrier arrangement forth, which is mounted end over a horizontal axis of rotation. Upon release of a lock, the guardrail is thus vertically pivotable, if necessary, to allow passage of the crash barrier arrangement.

The systems known in this way have basically proven themselves in practice. In order to obtain a sufficiently large opening during horizontal pivoting of the designed for high impact loads Leitschwellschranke, a corresponding length of the base body used is required. Especially in confined spaces so sometimes only small opening widths can be realized. Depending on local circumstances, this can be result in a system that is sufficient in width not being able to be realized in the required range. In contrast, the vertically pivotable guardrail is an independent of the lateral space system, which is used by design for smaller expected impact loads its use.

Depending on the area of application and in particular at high impact loads, correspondingly high safety requirements in accordance with DIN EN 1317 ("Restraint Systems on Roads") must be addressed to the design of such vehicle restraint systems. Depending on the opening width, the openable sections in particular constitute a long lever arm whose reaction to an impact causes measures to be taken which differ from the rest of the main barrier strip in order to absorb the resulting forces. In other words, due to the pivoting increased demands on the movable connections and in particular the necessary coupling of the free end directed to the rest of the vehicle restraint system, which therefore represent a potential vulnerability.

Thus, in particular, the connection between the pivotable section and the stationary fixed elements still offers room for improvement.

The present invention has for its object to improve a vertically pivotable Leitschwellenschranke and a vehicle restraint system with such a threshold barrier to the effect that the barrier located in its closed position has a secure positional fixation of its free end even at high impact loads.

The solution of this problem consists according to the invention in a Leitschwellenschranke for integration into a stationary vehicle restraint system with the features of claim 1 and a vehicle restraint system for a traffic route with the features of claim 11.

Hereinafter, a threshold barrier for integration into a vehicle restraint system on a traffic route is shown, which comprises a first barrier body with a first end face and a second barrier body with a second end face corresponding to the first end side. The barrier bodies have mutually engageable coupling means. At least the first barrier body or the second barrier body is provided facing away from the first and second end side end bearing assembly to which this barrier body is mounted on a horizontal axis of rotation. As a result, the barrier body is vertically pivotable from a closed position to an open position. A gap located between the two end faces lying opposite in the closed position is bridged over at least in places by at least one side cheek.

Preferably, in this case two side cheeks are provided, which bridge the gap between the two end sides of both sides at least partially. The at least one side cheek is arranged on the first barrier body or on the second barrier body. In particular, with two side cheeks, these can be arranged simultaneously either on the first barrier body or on the second barrier body, wherein in each case one of the two side cheeks can be arranged on the first barrier body, while the other side cheek is arranged on the second barrier body. Even if the side walls each arranged on one of the two barrier bodies can be arranged on a common side of the two barrier bodies, these are preferably connected in each case to one of the barrier bodies on one side.

According to the invention, the first end face and an upper side of the first barrier body and the second end face and an underside of the second barrier body each include an angle of inclination of less than 90 ° between them.

In a first alternative embodiment, the horizontal axis of rotation is arranged above the upper side of the barrier body. As a result, an ideal position and a low-play contact between the end faces of the barrier body to each other possible.

In a second alternative embodiment, the horizontal axis of rotation is arranged in the plane of the upper side of the barrier body. Here, too, results in the same positive effect. In contrast to a arranged on the underside of the barrier body horizontal axis of rotation according to the invention no support of the pivotable barrier body on its upper side necessary to secure it against possible tilting or deflection during an impact. By as massive a configuration of the bearing assembly in combination with an arranged in the top of the barrier body axis of rotation occurring in an impact transverse forces are transmitted safely and without inclining the top of the barrier body directly into the bearing assembly and thus into the ground.

Another advantage consists in the combination of the inclined end faces and the connecting means connecting the barrier body and the at least one side cheek. If only a one-sided impact of a vehicle on the barrier body is possible, only a single side cheek can be arranged on the side of the possible impact. Preferably, the threshold barrier according to the invention is arranged centrally as a structural separation between two traffic lanes, so that a possible impact can take place from both sides of the barrier barrier. In these cases, at least two side cheeks are preferably arranged, which are arranged on the opposite sides of the barrier body.

In particular, at identical inclination angles parallel to each other inclined end sides allow a play-free contact between the barrier bodies. In combination with the coupling agents and the Barrier body laterally encompassing side cheeks thus a nearly rigid connection is possible in the closed position, which can be solved easily if necessary.

In the event of an impact, in particular, the coupling means serve to securely absorb the tensile forces occurring as a result of bending or evasion as normal forces between the barrier bodies. In addition, the transverse forces occurring are transmitted securely parallel to the axis of rotation of the pivotable barrier body through the side walls between the first and the second barrier body. Due to the small gap between the preferably closed position in the closed position, the required coupling means and the side cheeks can be made short. As a result, their burden is reduced by bending moments occurring.

Due to the low-backlash connection between the barrier bodies both the coupling means and the side cheeks are activated as early as possible in an impact in order to transmit the forces occurring. In other words, no major deflection of the pivotable barrier body or both barrier body is necessary to initiate the holding effect of the coupling means and the side cheeks.

Advantageous developments of the basic concept of the invention are the subject of the dependent claims 2 to 10.

Preferably, a displaceable locking element is arranged in or on one of the barrier body, which is at least partially displaceable through the opposite in the closed position end sides. In this way, the barrier body can be fixed in the closed position via the locking element with each other. In addition to the supporting effect of the side cheeks in transverse loads, for example in an impact, in particular an undesired pivoting of the barrier body from its closed position is effectively prevented by the sliding locking element. Since the invention is both a Manual, more mechanical, as well as otherwise powered pivoting of the barrier body provides, is also prevented by the sliding locking element unauthorized opening of the barrier threshold by pivoting into the open position. In this case, the displaceable locking element may have an access barrier, for example a closure which allows only authorized persons whose unlocking.

The angle of inclination between the end faces can be from 65 ° to 85 °. Preferably, the inclination angle has a value of 70 ° to 80 °. In a particularly preferred embodiment, the inclination angle is 75 °.

The largest preferred angle of inclination results from the position of the horizontal axis of rotation and the transition region of the inclined end face to the underside of the top side of the first barrier body. In this case, the transition point between the first end face and the underside of the first barrier body describes the position of a tilt axis of the end face extending parallel to the axis of rotation, wherein the axis of rotation and the tilt axis span a plane between them. The included between this level and the top of the first barrier body angle corresponds in its subtraction of 180 ° the largest preferred inclination angle. In compliance with this geometry, an ideal parallel course of opposite in the closed position end faces to each other is possible, with the least possible gap, more closely spaced. In particular, in a plan embodiment of the end faces, this results in an advantageous full-surface contact between them.

Preferably, one of the coupling means comprises a tab arranged on the first end side and pin-like projections, wherein the other coupling means has an insertion pocket arranged on the second end face with a bottom web. The bottom web of the insertion pocket also has recesses. In the closed position, both the tab with the Insert pocket and the projections with the recesses at least partially engageable with each other.

Preferably, the projections and the recesses are each arranged in the outer edge regions of the insertion pocket and the end face. In this way, a stable connection between the barrier bodies is ensured, which also holds a high bending load perpendicular to the axis of rotation.

The insertion pocket is formed by a front-side impact plate, which is spaced over two vertical webs from the second end face. In order to allow the simplest possible engagement, the impact plate is preferably aligned at right angles to the top of the second barrier body.

The coupling means thus enable automatic locking of the barrier body in the closed position, which is solved simultaneously when pivoting in the open position. The tongue-like tab engages when pivoting in the closed position behind an undercut of the insert pocket. Depending on the configuration of the coupling means, high normal forces can be transmitted between the barrier bodies virtually free of play.

In a preferred embodiment, the bearing arrangement has a base plate with at least one limiter. The barrier body is thus laterally supported in the closed position by the limiter. In particular, in combination with a arranged in the top of the barrier body horizontal axis of rotation of the barrier body is thus effectively supported in the closed position in the plane of its underside before a possible avoidance in an impact. If the guideway barrier according to the invention is arranged between lanes on both sides, the bearing arrangement advantageously has one, preferably two limiters, the limiters each being arranged on both sides of the barrier body on the base plate of the bearing arrangement are. The limiter can be configured differently and executed, for example, as a pin or stop body.

In an alternative embodiment, the invention provides that both barrier body have a side facing away from their end faces end bearing assembly with a horizontal axis of rotation. According to the invention thus both barrier body can be pivoted vertically from a closed position to an open position. As a result, two opposite each other in mutual extension and mutually pivotable barrier body are present, which allow, despite a short construction time together the largest possible opening width. As a result, the barrier body may be formed identical except for the arrangement of the coupling means and the side cheeks and the respective direction of rotation of the end faces.

Advantageously, a guide rail, in particular a plurality of guide rails, are provided, which are arranged above the first barrier body. In principle, a guide bar can also be arranged above the second barrier body. Above means here directly placed or spaced by appropriate arrangements. While the first barrier body and / or the second barrier body form / form the basic structure, the guide rail initially leads to a structural increase and stiffening of the system. Depending on the intended use and the required retention level, it is also possible to provide a plurality of, in particular two guide bars arranged one above the other. Of course, additional guard rails can be mounted on the Leitholmen, which then extend in the longitudinal direction.

The guide rails can be connected via tie rods with the barrier bodies. For this purpose, the tension rods are braced with the abutments provided inside or at the barrier bodies. The tension rods are preferably threaded rods which have at least one section with a thread. About the thread the tension rod can be braced by its rotation with the abutment. Preferably, it is an external thread, in particular a coarse thread. The abutment is equipped for this purpose with a corresponding internal thread. In this way, the guide rail and the barrier body are pulled against each other and tightened by turning the tie rod.

The actuation of the tension rod is preferably carried out from an upper side of the Leitholms ago. For this purpose, the tension rod may have a rod end to which a corresponding handle for rotating the tension rod can be attached. Advantageously, the tension rod passes through the guide bar completely with its upper end.

In principle, it is also possible to materially connect the guide rails or similar attachments with the barrier body, in particular to be welded.

With respect to the displaceable locking element is provided that this is both manually and automatically displaced. In the latter case, this can be controlled for example via a centralized or decentralized control. Preferably, the locking element is displaced by means of an electromechanical drive. In principle, the pivotable barrier body can be pivoted via a corresponding drive, for example hydraulically, pneumatically or electromechanically. Preferably then also its control via the same centralized or decentralized control, which is provided for the control of the locking element.

Preferably, the barrier body with the locking element opposite end face on an opening. In the closed position of the barrier body, the locking element is at least partially displaceable into this opening. Here, the locking element end, for example, have a conical configuration, while the opening is circular. In this way, an almost backlash-free Connection between the conical part of the locking element and the opening are created, which improves the mutual connection between the base body and the counterpart.

As a result, a Leitschwellenschranke is shown, which ensures a secure and durable positional fixation of its free end in its closed position, even at high impact loads. In particular, the combination of inclined and mutually parallel end faces allows large-area contact zwischem or the free ends of the barrier body, more precisely between the end faces, which advantageously allows a large-scale power transmission. Together with the coupling means and the side cheeks thus results in an almost rigid connection between the barrier bodies, which has a positive effect on the possible to be achieved containment levels.

In the context of the invention, a vehicle restraint system for a traffic route is shown, which has releasably connected to each other Leitschwellen and a Leitschwellenschranke according to the previous versions. Preferably, the Leitschwellen analogous to the Leitschwellenschranken formed coupling means, whereby these are easily interchangeable and coupled in the form of a modular principle. Also, the fixed barrier body may have at its end opposite the end of a corresponding with the coupling means of the baffles coupling means to be integrated within the vehicle restraint system. Furthermore, the bearing arrangement may also have a corresponding coupling means on its region facing the barrier baffles, which corresponds to the coupling means of the baffles, so that the baffles can also be brought into engagement with the bearing arrangement.

In a preferred embodiment, the barrier body in its cross section correspond to the cross section of the baffles. As a result, at least in the closed position, an optically virtually seamless transition between the Thresholds and the barrier body allows. Depending on the configuration, the bearing arrangement can also be adapted to the cross section of the guide thresholds. If the bearing arrangement has deviating dimensions from the cross section of the guide thresholds, the transitions between the bearing arrangement and the guide thresholds preferably have smoothed or rounded surface transitions in order to form as little as possible no protruding areas. The aim is to lead as gently as possible to a vehicle impinging on the vehicle restraint system, which impacts the vehicle restraint system, in particular at an acute angle, and possibly to stop it without risking a collision with projecting areas.

In the present case, a vehicle restraint system for a traffic route is shown, which is composed of easily adjoining traffic thresholds and at least one guidewell barrier. The bottom side starting and perpendicular to the course of the traffic route upwardly extending barriers and barrier body allow a self-contained and continuous barrier, which can be opened locally if necessary by pivoting at least one barrier body. In particular, the configuration of the mutually corresponding end faces of the barrier body allow the use of the Leitschwellenschranke even at high levels of containment.

Figur 1

eine erfindungsgemäße geschlossene Leitschwellenschranke in einer Seitenansicht;

Figur 2

die Leitschwellenschranke aus Figur 1 in einer teilweise geöffnetern Stellung in derselben Darstellungsweise;

Figur 3

eine Alternative zur geschlossenen Leitschwellenschranke der Figur 1 in einer Seitenansicht;

Figur 4

die Leitschwellenschranke aus Figur 3 in geöffneter Stellung als Alternative zur Leitschwellenschranke der Figur 3 in selber Darstellungsweise;

Figur 5

die Leitschwellenschranke der Figuren 3 und 4 in einer Aufsicht;

Figur 6

einen Querschnitt durch die Leitschwellenschranke der Figuren 1 und 2;

Figur 7

einen Querschnitt durch die Leitwellenschranke der Figuren 3 und 4;

Figur 8

einen Ausschnitt der Verbindung zwischem dem feststehenden und dem verschwenkbaren Teil der Leitschwellenschranke der Figuren 3 bis 5 in perspektivischer Darstellungsweise;

Figur 9

die Verbindung aus Figur 8 in einer Seitenansicht;

Figur 10

ein Detail der Verbindung aus Figur 9 in selber Darstellungsweise;

Figur 11

eine Stirnansicht eines Elements der Leitschwellenschranke;

Figur 12

eine Stirnansicht eines weiteren Elements der Leitschwellenschranke;

Figur 13

das Element der Figur 12 in perspektivischer Darstellungsweise;

Figur 14

ein Detail der Lagerung der Leitschwellenschranke in perspektivischer Darstellungsweise sowie

Figur 15

einen Abschnitt eines erfindungsgemäßen Fahrzeugrückhaltesystem mit einer Leitschwellenschranke in einer Seitenansicht.

The present invention will be explained in more detail with reference to some schematically illustrated in the drawings embodiments. Show it:

FIG. 1

a closed Leitschwellenschranke invention in a side view;

FIG. 2

the threshold barrier FIG. 1 in a partially open position in the same way of representation;

FIG. 3

an alternative to the closed threshold barrier of FIG. 1 in a side view;

FIG. 4

the threshold barrier FIG. 3 in open position as an alternative to the threshold barrier of FIG. 3 in self-presentation;

FIG. 5

the threshold barrier of the FIGS. 3 and 4 in a supervision;

FIG. 6

a cross section through the Leitschwellenschranke the Figures 1 and 2 ;

FIG. 7

a cross section through the Leitwellenschranke the FIGS. 3 and 4 ;

FIG. 8

a section of the connection between the fixed and the pivotable part of the Leitschwellenschranke the FIGS. 3 to 5 in perspective representation;

FIG. 9

the connection off FIG. 8 in a side view;

FIG. 10

a detail of the connection FIG. 9 in self-presentation;

FIG. 11

an end view of an element of Leitschwellenschranke;

FIG. 12

an end view of another element of the Leitschwellenschranke;

FIG. 13

the element of FIG. 12 in perspective representation;

FIG. 14

a detail of the storage of the Leitschwellenschranke in perspective representation and

FIG. 15

a section of a vehicle restraint system according to the invention with a Leitschwellenschranke in a side view.

FIG. 1 1 shows a side view of a barrier barrier 1 according to the invention. The barrier barrier 1 comprises a first barrier body A and a second barrier body B, which with their undersides 2 on the bottom side on a substrate 3 shown in a sectional representation a traffic route are arranged. The two barrier bodies A, B face each other with their end faces 4a, 4b, wherein a gap 5 located between the end faces 4a, 4b is bridged by a side wall 6a. Since the gap 5 is located behind the side wall 6a, this is off FIG. 1 not directly visible.

The mutually corresponding end faces 4a, 4b are inclined rectilinearly, wherein the first end face 4a and one of the bottom 2 opposite top 7 of the first barrier body A include an inclination angle c1 smaller than 90 ° between them. In contrast, also include the second end face 4b and the bottom 2 of the second barrier body B an inclination angle c2 between them, which is also less than 90 °. In the present case, the two end faces 4a, 4b are aligned parallel to one another, so that the two angles of inclination c1, c2 of the end faces 4a, 4b are identical. In this embodiment, the inclination angles c1, c2 are 15 °.

Provided on the first barrier body A is an end bearing arrangement 8 which is arranged on the end 9 of the first barrier body A facing away from the first end face 4a. The first barrier body A is pivotally mounted at its end 9 via a horizontal axis of rotation 10 on the bearing assembly 8. With reference to the representation of FIG. 1 is the first barrier body A of the Leitschwellenschranke 1 in a closed position a1.

In the second barrier body B is a fixed part of the Leitschwellenschranke 1, which is connected via not shown anchor or anchor baskets with fixed foundations 11 a, 11 b, 11 c. The foundations 11a, 11b, 11c lie in the plane of the bottom 2 at the same height with the substrate 3 and are integrated into it. In contrast, the first barrier body A is unpaved on the ground 3, wherein the end-side bearing assembly 8 is set on a further foundation 11 d on the traffic route, not shown. The foundation 11d The bearing assembly 8 is arranged below the substrate 3, wherein this provides a recess 12 in the region of the bearing assembly 8, within which the bearing assembly 8 is arranged on the foundation 11d. The bearing assembly 8 is also connected via anchors or anchor baskets not shown here with the foundation 11d.

FIG. 2 shows the Leitschwellenschranke 1 of FIG. 1 in an open position a2. Here, the first barrier body A is pivoted about the horizontal axis of rotation 10 around. Thus, the bearing assembly 8 opposite free end 13 of the first barrier body A projects with its first end face 4a detached from the second end face 4b of the second barrier body B in the height. By pivoting the first barrier body A about the horizontal axis of rotation 10 around an opening 14 which allows, for example, the passage of a vehicle on the ground 3 through the Leitschwellenschranke 1 therethrough. When the open position is completely open, the barrier body A is pivoted vertically upwards and occupies an angle to the horizontal of up to 90 ° and possibly also over it.

As can be seen with respect to the bearing assembly 8, this has a frame 15 which connects the first barrier body A with the horizontal axis of rotation 10. The frame 15 is designed as a rigid corner. The horizontal axis of rotation 10 is disposed above the top 7 of the first barrier body A, wherein it rests on a column 16 of the bearing assembly 8. The pillar 16 is mounted perpendicular to a bottom plate 3 parallel to the bottom plate 17, via which the bearing assembly 8 is connected to the foundation 11d. In order to enable the pivoting of the first barrier body A, a manipulator 18 is arranged in the form of a cylinder between the frame 15 and the bottom plate 17, which by length and shortening its dimensions, the frame 15 and thus the first barrier body A about the horizontal axis of rotation 10 around pivoted.

In the presentation of FIG. 2 it can be seen that the side wall 6a is fixed to the first barrier body A in the region of its first end face 4a. Basically, the construction of the first and the second barrier body A, B provides that the underside 2 thereof runs parallel to the upper side 7.

FIG. 3 shows an alternative embodiment in the form of a Leitschwellenschranke 1a, which on the Leitschwellenschranke 1 of Figures 1 and 2 based. In the present case, the barrier barrier 1a has additional guide rails 19, which are arranged on the upper side 7 of the first and second barrier body A, B. As a result, the guide rails 19 initially lead to an increase in the entire threshold barrier 1a, which can be adjusted in height as required by the arrangement of the guide rails 19. Thus, if necessary, two or more Leitholme 19 can be arranged one above the other on the barrier bodies A, B. The coupling of the guide rails 19 via tension rods 20, which are directed through the guide rails 19 into the barrier body A, B in. It can be clearly seen that the end faces 21a, 21b of the guide rails 19 located opposite the gap 5 are adapted to the angles of inclination c1, c2 of the end faces 4a, 4b of the barrier bodies A, B. Following the increase through the guide rails 19, the cover of the gap 5 is adapted via a correspondingly extended side cheek 6b.

In order to provide as smooth as possible and serving the leadership of any impacting vehicle transitions, the Leitschwellenschranke 1a between the bearing assembly 8 and the pivotally mounted thereon first barrier body A a form-fitting transition cover 22. Accordingly, the bearing assembly 8 is surrounded by a similarly shaped cover 23 hood-shaped. In this view, those bearing assembly 8 with the foundation 11d coupling coupling means are shown, which are arranged in the form of anchors 24 within the foundation 11d and brace through corresponding openings in the bottom plate 17, the bearing assembly 8 with the foundation 11d. Analogous to the succession on the barrier bodies A, B arranged Leitholmen 19 are also the barrier body A, B present from behind one another and formed in a manner not shown interconnected standard elements.

Opposite the in FIG. 3 shown closed position a1 of the Leitschwellenschranke 1a shows FIG. 4 their open position a2.

FIG. 5 shows the Leitschwellenschranke 1a of FIG. 3 in a supervision. Basically, this supervision corresponds to the omission of the guide rails 19 of the supervision of the threshold barrier 1 of FIG. 1 , It can be seen in this plan view that side cheeks 6b are arranged on both sides in the region of the gap between the first and the second barrier body A, B. Thus, the gap 5 is bridged on both sides by the side walls 6b. In addition to the foundations 11a, 11b, 11c extending transversely to the longitudinal direction of the barrier bodies A, B, the dimensions of the foundation 11d located below the bearing arrangement 8 will also be apparent in the present case. Furthermore, compared to the dimensions of the barrier body A, B wider configured cover 23 can be seen, which is adapted by the transition cover 22 to the dimensions of the first barrier body A. Furthermore, the supervision can be seen that the barrier body A, B on its underside 2 have a relation to the dimensions of the guide rails 19 greater width.

FIG. 6 shows a cross section through the barrier body A, B of Figures 1 and 2 , The barrier body A, B have from the bottom 2 to the top 7 extending legs 25a, 25b, which are connected at the top 7 by a web 26. From the upper side 7 to the lower side 2, the legs 25a, 25b have a profile which widens toward the lower side 2, wherein the legs 25a, 25b on the lower side 2 comprise outwardly directed bends 26a, 26b. By the bends 26a, 26b, which extend substantially parallel to the substrate 3, a corresponding width and thus a large footprint is possible, which allows a stable state of the barrier body A, B.

The barrier body A, B have at least one inner connecting plate 27 which connects the legs 25a, 25b in the upper third of the barrier body A, B with each other. Furthermore, on the underside 2 of the barrier body A, B friction-increasing adjustable feet 28 are arranged, which preclude a possible displacement of the barrier body A, B on the substrate 3 with a corresponding resistance.

FIG. 7 shows the Leitschwellenschranke 1 a of FIGS. 3 and 4 also in a cut representation. Based on the already in FIG. 6 illustrated barrier bodies A, B has these on the top 7 additionally arranged guide rails 19. The guide bar 19 is connected via the tie rod 20 with the barrier body A, B. For this purpose, an abutment 29 is provided on the connecting plate 27 of the barrier body A, B, within which the clamping rod 20 is arranged. For this purpose, the clamping rod 20 end not shown in detail external thread, which is arranged with a disposed within the abutment 29 and also not shown internal thread engaged. Preferably, the thread is a coarse thread in order to allow the fastest possible clamping and release of the guide rails 19 on the barrier bodies A, B.

The abutment 29 opposite end portion of the tie rod 20 has a rod end, which is detectable via a corresponding handle. This may be, for example, a hexagonal head, which can be coupled with a commercial tool, such as a jaw or ring wrench, as well as a Aufstecknuss. By introducing the tool into the tension rod rotational movement of the guide bar 19 is clamped to the barrier body A, B or released from this.

In order to enable a simple and secure connection between the guide bar 19 and the barrier body A, B, the web 26 of the barrier body A, B is provided with a corresponding exhibition 26 a, which extends in the longitudinal direction of the barrier body A, B and of Feet 30a, 30b of Leitholm 19 is umgreifbar. As a result, a non-slip state of the lead frame 19 on the barrier body A, B is made possible parallel to the substrate 3.

FIG. 8 shows a perspective view of the Leitschwellenschranke 1a in the region of the gap 4 opposite end faces 4a, 4b of the barrier body A, B. To illustrate the structure of the barrier body A, B otherwise covering side area, more closely their legs 25a, 25b, shown transparent. Furthermore, the transition between the Leitholmen 19 and the barrier bodies A, B, more closely the top 7, transparent. In this view it becomes clear that the barrier bodies A, B are closed at the end initially by front sides 31a, 31b extending perpendicular to the longitudinal direction of the barrier bodies A, B. Between the end faces 4a, 4b of the barrier body A, B extend perforated connecting plates 32a, 32b, which connect the front sides 31a, 31b with the end faces 4a, 4b and thus together form a four-sided closed box profile.

In contrast, the opposite to the gap 5 guide rails 19 end connectors 33a, 33b, which are formed like a frame. Between the opposing connecting pieces 33a, 33b of the guide rails 19, the likewise inclined end faces 21a, 21b of the guide rails 19 are arranged.

Within the arranged on the first barrier body A guide rail 19, a displaceable locking element 34 is arranged, which at least in sections by the presently opposite in the closed position a1 end faces 21a, 21b is displaced. The locking element 34 is connected to an electromechanical drive 36 via a connection frame 35 arranged around the tensioning rod 20. Thus, the locking element 34 is displaceable by means of the electromechanical drive 36 in the longitudinal direction of the guide rail 19.

Still goes out FIG. 8 shows that the feet 28 are connected via a crossbar 37 with the first barrier body A. In contrast, although the second barrier body B, although a crossbar 37, but this is not connected to adjustable feet 28, since the second barrier body B is fixed anyway and thereby set on the foundations, not shown here.

FIG. 9 shows the already in FIG. 8 illustrated connection of the Leitschwellenschranke 1 a in the region of the opposite with their end faces 4a, 4b barrier bodies A, B as a section in a side view. It is clear here that the barrier bodies A, B have coupling means 38 which can be brought into engagement with each other. The coupling means 38 are designed in the region of the underside 2 on the end faces 4a, 4b. One of the coupling means 38 comprises a tab 39 arranged on the first end face 4a, on the other hand the other coupling means 38 has an insertion pocket 40 arranged on the second end face 4b. The tab 39 is aligned at right angles to the top 7 of the first and second barrier body A, B. In the closed position a1 shown here, the tab 39 and the insertion pocket 40 are brought into engagement with each other.

FIG. 10 illustrates the structure of the coupling means 38 in the form of a section of the FIG. 9 , The insertion pocket 40 is formed by a baffle 41, which is connected via a bottom web 42 with the second end face 4b. While the bottom web 42 parallel to the substrate 3, closer to the bottom 2 of the barrier body A, B, runs, the impact plate 41 is aligned at right angles to the top 7 and the bottom 2. Basically, the tab 39 and the impact plate 41 may be inclined in a range of 0.1 to 5 ° relative to the top 7 of the barrier body A, B, to facilitate engagement with each other. As shown, the tab 39 in the present case forms an integral part of the first end face 4a.

FIG. 11 shows a view of the second barrier body B with respect to the second end face 4b. As can be seen, the impact plate 41 upstream of the end face 4b conforms to the profile of the legs 25a, 25b and the bends 26a, 26b. Furthermore, further coupling means 38 can be seen, which are arranged in the form of recesses 43 in the bottom web 42. Furthermore, the impact plate 41 is spaced over two indicated vertical webs 44 from the second end face 4b. In other words, the in FIG. 11 illustrated vertical webs 44 between the baffle 41 and the second end face 4b, wherein the recognizability of the recesses 43 and the vertical webs 44 in the present case are due to the fact that the baffle 41 is shown transparent for clarity.

FIG. 12 shows a view of the first end face 4a of the first barrier body A. It is clear that the tab 39 is formed by two spaced apart and parallel slots 45 from the first end face 4a out. Furthermore, the first end face 4b, in the region of the bends 26a, 26b arranged, peg-like projections 46, which extend to the bottom 2 of the first barrier body A out. The projections 46 correspond to those in FIG FIG. 11 recesses 43 shown, wherein the projections 46 and the recesses 43 are provided to at least partially reach each other in the closed position a1 of the Leitschwellenschranke 1, 1a.

FIG. 13 shows the already in FIG. 12 illustrated first end face 4b in a perspective representation. Good to see that the first end face 4a is bent relative to the bends 26a, 26b and the tab 39. In the closed position a1 of the Leitschwellenschranke 1, 1a reach the in FIG. 11 shown vertical webs 11 with the slots 45 of the first end face 4a engaged to increase the coupling between the barrier bodies A, B.

FIG. 14 already shows in the Figures 1 and 2 illustrated bearing assembly 8 in a section in perspective representation. To further illustrate the structure of the bearing assembly 8 is the from the FIGS. 3 and 4 resulting cover 23, whereas still the removable transition cover 22 is visible. The barrier body A extends to a pivot-bearing-side adapter unit 50. The bottom plate 17 has a limiter 47 which is arranged in the form of a flag plate on the bottom plate 17 and extends from there beyond the edge thereof in the direction of the transition cover 22.

The limiter 47 serves to laterally support the pivotable barrier body A in the closed position a1. This is realized in that the limiter 47 is arranged at least on one side of the frame 15, which is connected to the first barrier body A. Preferably, the limiter 47 is arranged on both sides of the frame 15 on the bottom plate 17 in the plane of the underside 2 of the barrier body A, B, so that a lateral support takes place on both sides. The lateral support is therefore canceled at the moment in which the first barrier body A is pivoted out of its closed position a1 into the open position a2. In this case, the fixed to the column 16 frame 15 pivots about the horizontal axis of rotation 10 around and goes out of the lateral encompassing by the limiter 47 out.

FIG. 15 shows the side view of a vehicle restraint system 48 according to the invention, which releasably connected to each other Leitschwellen 49 and a Leitschwellenschranke 1 a according to the FIGS. 3 and 4 includes. The barrier body A, B correspond in their cross section according to the FIGS. 6 and 7 analogous to FIG. 6 configured cross-section of the barriers 49. Furthermore, the barriers also not shown coupling means 38 to allow a secure connection with each other and to the Leitschwellenschranke 1a. Furthermore, the vehicle restraint system 48 also on the guide rails 49 arranged guide rails 19, which are also identical in cross section and thus analogous to presentation of the FIG. 7 are executed. As can be seen, the inventive Leitschwellenschranke 1 a seamless integration into a string of Leitschwellen 49 and Leitholmen 19, so that, for example, existing systems can be easily supplemented by such a threshold barrier 1 a.

In practice, the inventive Leitschwellenschranke 1, 1 a in a strand of Leitschwellen 49 and guide rails 19 is thus integrated into a vehicle restraint system 48. In the closed position a1 of the first barrier body A, the locking element is displaced by means of the electromechanical drive 36 through the opposite end faces 21a, 21b as an extension of the end faces 4a, 4b of the barrier body A, B in order to fix them to one another. If necessary, the displaceable locking element 34 is now withdrawn from this position with the aid of the electromechanical drive 36, so that a pivoting of the first barrier body A is made possible. For this purpose, the manipulator 18 is activated, which raises the frame 15 with respect to the bottom plate 17 by its subsequent elongation and pivots the associated barrier body A together with the any attached guide rails 19 about the horizontal axis of rotation 10 of the bearing assembly 8 in the open position a2.

In particular, in the closed position a1 of the Leitschwellenschranke 1, 1a, the coupling means 38 serve to allow a very stable connection between the opposing barrier bodies A, B. In addition to the thereby engaging with the insertion pocket 40 tab 39 are in particular the pin-like projections 46 within the recesses 43. This results in an almost rigid connection between the end faces 4a, 4b, which is supplemented by the side walls 6a, 6b. In addition to their leading property serve the side cheeks 6a, 6b in particular to initiate any cross-loading of the first barrier body A, for example, by an impact of a motor vehicle, over a larger area directly into the second barrier body B fixed to the ground 3.

Particularly advantageous in this case is the design of the barrier body A, B in combination with the need-fitted guide rails 19, since they can be constructed predominantly in the form of a modular system. Thus, the barrier body A, B can be constructed of existing Leitschwellen 49, which require an adaptation only in the region of the gap 5, in particular from FIG. 8 evident.

Of course, the presently separate end faces 4a, 4b, 21a, 21b of the barrier body A, B and guide rails 19 may be made in one piece. Furthermore, the locking element 34 and the thus coupled via the connecting frame 35 electromechanical drive 36 may be arranged in or on one of the barrier body A, B.

In the context of the invention, it is provided that the second barrier body B of the Leitschwellenschranke 1, 1b may also be pivotable. Accordingly, the second barrier body B can also be arranged pivotably on a bearing assembly 8, which can be despite a short dimensions of the two barrier body A, B realize a wide opening 14 in width.

As a result, a modular and lightweight main barrier 1, 1a is shown as part of a vehicle restraint system 48, which in particular in their connection area allows sufficient coupling to be used for high containment levels.

Reference numerals:

1 -

Leitschwellenschranke

2 -

bottom

3 -

underground

4a -

Front side v. A

4b -

Front side v. B

5 -

gap

6a -

side cheek

6b -

side cheek

7 -

top

8th -

bearing arrangement

9 -

The End

10 -

horizontal axis of rotation

11a -

foundation

11b -

foundation

11c -

foundation

11d -

foundation

12 -

recess

13 -

free end

14 -

opening

15 -

frame

16 -

pillar

17 -

baseplate

18 -

manipulator

19 -

Leitholm

20 -

tension rod

21a -

Front side v. 19

21b -

Front side v. 19

22 -

Transition cover

23 -

cover

24 -

anchor

25a -

leg

25b -

leg

26 -

web

26a -

exhibition

27 -

connecting plate

28 -

Adjustable foot

29 -

abutment

30a -

Foot

30b -

Foot

31a -

front

31b -

front

32a -

connecting plate

32b -

connecting plate

33a -

connector

33a -

connector

34 -

locking element

35 -

connecting frame

36 -

electromechanical drive

37 -

traverse

38 -

coupling agent

39 -

flap

40 -

insertion pocket

41 -

splice plate

42 -

bottom web

43 -

recess

44 -

vertical web

45 -

slot

46 -

head Start

47 -

limiter

48 -

Vehicle restraint system

49 -

guide barrier

50 -

adapter unit

A -

first barrier body

a1 -

closed position

a2 -

open position

B -

second barrier body

c1 -

tilt angle

c2 -

tilt angle

Claims (13)

Threshold barrier for integration in a vehicle restraint system (48) on a traffic route, comprising a first barrier body (A) having a first end face (4a) and a second barrier body (B) having a second end face (4b) corresponding to the first end face (4a), wherein the barrier bodies (A, B) have mutually engageable coupling means (38) and at least the first barrier body (A) or the second barrier body (B) one of the first and second end face (4a, 4b) facing away from the end bearing assembly ( 8) is provided, on which the barrier body (A, B) via a horizontal axis of rotation (10) is mounted and from a closed position (a1) in an open position (a2) is vertically pivotable, one in the closed position (a1) between the two End sides (4a, 4b) befindlicher gap (5) is at least partially bridged by at least one side cheek (6a, 6b), which on the first barrier body he (A) or on the second barrier body (B) is arranged, characterized in that the first end face (4a) and an upper side (7) of the first barrier body (A) and the second end face (4b) and a lower side (2) of the second barrier body (B) in each case enclose an inclination angle (c1, c2) of less than 90 ° between them, wherein the horizontal axis of rotation (10) is arranged above or in the plane of the upper side (7) of the vertically pivotable barrier body (A, B). Threshold barrier according to claim 1, characterized in that the inclination angles (c1, c2) are identical, so that in the closed position (a1) opposite end faces (4a, 4b) are aligned parallel to each other. Threshold barrier according to claim 1 or 2, characterized in that in or on one of the barrier body (A), a displaceable locking element (34) is arranged, which at least in sections through the in the closed position (a1) opposite end faces (4a, 4b, 21a, 21b) is displaced through, so that the barrier body (A, B) via the locking element (34) are mutually fixable. Threshold barrier according to one of claims 1 to 3, characterized in that one of the coupling means (38) on the first end face (4a) arranged tab (39) and pin-like projections (46) and the other coupling means (38) comprises one at the second In the closed position (a1) the tab (39) with the insertion pocket (40) and the projections (46) with the recesses (43) are at least partially engageable with each other. Threshold barrier according to claim 4, characterized in that the insertion pocket (40) by a front-side baffle (41) is formed, which is spaced over two vertical webs (44) from the second end face (4b), wherein the push plate (41) relative to the top (7) of the second barrier body (B) is oriented at right angles. Threshold barrier according to one of claims 1 to 5, characterized in that the bearing assembly (8) has a bottom plate (17) with at least one limiter (47), wherein the barrier body (A) in the closed position (a1) by the limiter (47) laterally is supportable. Threshold barrier according to one of claims 1 to 6, characterized in that both barrier body (A, B) of a closed position (a1) in an open position (a2) are vertically pivotable. Threshold barrier according to one of claims 1 to 7, characterized in that guide rails (19) are provided, which are arranged above the barrier body (A, B). Threshold barrier according to claim 8, characterized in that the guide rails (19) via tie rods (20) with the barrier bodies (A, B) are connected. Threshold barrier according to one of claims 3 to 9, characterized in that the locking element (34) by means of a mechanical drive, in particular an electromechanical drive (36), is displaceable. Vehicle restraint system (48) for a traffic route, which has detachably interconnected barriers (49) and a barrier barrier (1, 1a) according to one of the preceding claims 1 to 10. Vehicle restraint system according to claim 11, characterized in that the barrier bodies (A, B) correspond in their cross section to the cross section of the guide sleepers (49). The vehicle restraint system of claim 11 or 12, characterized in that guide rails are disposed above the barrier body (A, B) which cohesively with the barrier bodies (A, B) are connected.

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