EP2565328B1 - Barrière de séparation de voie ainsi que système de retenue de véhicule avec barrière de séparation de voie - Google Patents

Barrière de séparation de voie ainsi que système de retenue de véhicule avec barrière de séparation de voie Download PDF

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Publication number
EP2565328B1
EP2565328B1 EP12182961.8A EP12182961A EP2565328B1 EP 2565328 B1 EP2565328 B1 EP 2565328B1 EP 12182961 A EP12182961 A EP 12182961A EP 2565328 B1 EP2565328 B1 EP 2565328B1
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EP
European Patent Office
Prior art keywords
barrier
barrier body
guide
face
bodies
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP12182961.8A
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German (de)
English (en)
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EP2565328A2 (fr
EP2565328A3 (fr
Inventor
Barbara Von Linsingen-Heintzmann
Horst Lass
Walter Klein
Werner Heimann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bochumer Eisenhuette Heintzmann GmbH and Co KG
Original Assignee
Bochumer Eisenhuette Heintzmann GmbH and Co KG
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Publication of EP2565328A2 publication Critical patent/EP2565328A2/fr
Publication of EP2565328A3 publication Critical patent/EP2565328A3/fr
Application granted granted Critical
Publication of EP2565328B1 publication Critical patent/EP2565328B1/fr
Active legal-status Critical Current
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/12—Continuous barriers extending along roads or between traffic lanes and having means for providing occasional passage, e.g. for emergency vehicles

Definitions

  • the invention relates to a Leitschwellen jete 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 Leitschwellen jete according to the features in the preamble of claim 9.
  • passive protective devices serve a To stop from the intended lane vehicle. In the form of mobile or stationary vehicle restraint systems crashes and any collision with oncoming traffic are thus effectively prevented.
  • 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.
  • individual Leitschwellenabitese are formed as a Leitschwellen jete, 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.
  • 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.
  • 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.
  • a vehicle restraint system which consists of several crash barriers. It is envisaged that at least one guardrail is pivotally mounted to allow the passage of vehicles. If the pivotable guardrail is in its bottom-side starting position, it is coupled via securing means to a second guardrail so as to prevent inadvertent displacement of the pivotable guardrail in the event of a collision.
  • pivotable and mutually definable guardrails are through the NL 7 212 157 A as well as the CH 460 845 A known.
  • the respective embodiments show at least one pivotable guardrail, which in its starting position relative to at least a second guardrail via a securing device can be fixed.
  • 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 Leitschwellen writtene 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.
  • a threshold barrier for integration into a vehicle restraint system on a traffic route 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the horizontal axis of rotation is arranged above the upper side of the barrier body.
  • the horizontal axis of rotation is arranged in the plane of the upper side of the barrier body.
  • the horizontal axis of rotation results in the same positive effect.
  • no support of the pivotable barrier body on its upper side necessary to secure it against possible tilting or deflection during an impact.
  • 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.
  • at least two side cheeks are preferably arranged, which are arranged on the opposite sides of the barrier body.
  • 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.
  • 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.
  • 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.
  • One of the coupling means comprises according to the invention arranged on the first end face tab and pin-like projections, wherein the other coupling means has a arranged on the second end side of the insertion pocket with a bottom web.
  • the bottom web of the insertion pocket also has recesses. In the closed position, both the tab with the insertion pocket and the projections with the recesses at least partially engageable with each other.
  • 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.
  • the baffle plate is aligned at right angles to the top of the second barrier body according to the invention.
  • 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.
  • high normal forces can be transmitted between the barrier bodies virtually free of play.
  • 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.
  • the barrier body can be fixed in the closed position via the locking element with each other.
  • an undesired pivoting of the barrier body from its closed position is effectively prevented by the sliding locking element.
  • 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 °.
  • the inclination angle has a value of 70 ° to 80 °.
  • 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.
  • the transition point between the first end and the bottom of the first describes Barrier body, the position of a parallel to the axis of rotation extending tilt axis of the front side, 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.
  • 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.
  • 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.
  • 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.
  • the bearing arrangement advantageously has one, preferably two limiters, wherein the limiters are respectively arranged on both sides of the barrier body on the bottom plate of the bearing arrangement.
  • the limiter can be configured differently and executed, for example, as a pin or stop body.
  • 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.
  • 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.
  • 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.
  • a guide rail in particular a plurality of guide rails, are provided, which are arranged above the first barrier body.
  • 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.
  • 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.
  • 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.
  • the tension rod can be braced by its rotation with the abutment.
  • 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.
  • the tension rod may have a rod end to which a corresponding handle for rotating the tension rod can be attached.
  • the tension rod passes through the guide bar completely with its upper end.
  • the displaceable locking element is provided that this is both manually and automatically displaced. In the latter case, this can be be controlled for example via a centralized or decentralized control.
  • the locking element is displaced by means of an electromechanical drive.
  • the pivotable barrier body can be pivoted via a corresponding drive, for example hydraulically, pneumatically or electromechanically.
  • the barrier body with the locking element opposite end face on an opening.
  • the locking element is at least partially displaceable into this opening.
  • the locking element end for example, have a conical configuration, while the opening is circular. In this way, an almost play-free connection between the conical part of the locking element and the opening can be created, which improves the mutual connection between the base body and the counterpart.
  • a vehicle restraint system for a traffic route which has releasably connected to each other Leitschwellen and a Leitschwellen jete according to the previous versions.
  • the Leitschwellen analogous to the Leitschwellen emergeen formed coupling means whereby these are easily interchangeable and coupled in the form of a modular principle.
  • the fixed one 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.
  • 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.
  • the barrier body in its cross section correspond to the cross section of the baffles.
  • 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.
  • 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.
  • the configuration of the mutually corresponding end faces of the barrier body allow the use of the Leitschwellen
  • FIG. 1 shows a side view of an inventive Leitschwellen jete 1.
  • the Leitschwellen conference 1 comprises a first barrier body A and a second barrier body B, which are arranged with their undersides 2 on the bottom side on a substrate 3 shown in a sectional view of a traffic route.
  • 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.
  • 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.
  • the inclination angles c1, c2 are 15 °.
  • first barrier body A 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.
  • first barrier body A of the Leitschwellen experimente 1 With reference to the representation of FIG. 1 is the first barrier body A of the Leitschwellen experimente 1 in a closed position a1.
  • the second barrier body B is a fixed part of the Leitschwellen strikee 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.
  • 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 11 d of the bearing assembly. 8 is arranged below the substrate 3, wherein this provides a recess 12 in the region of the bearing arrangement 8, within which the bearing arrangement 8 is arranged on the foundation 11 d.
  • the bearing assembly 8 is also connected via anchors or anchor baskets not shown here with the foundation 11 d.
  • FIG. 2 shows the Leitschwellenbache 1 of FIG. 1 in an open position a2.
  • the first barrier body A is pivoted about the horizontal axis of rotation 10 around.
  • 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.
  • an opening 14 which allows, for example, the passage of a vehicle on the ground 3 through the Leitschwellenbache 1 therethrough.
  • the barrier body A is pivoted vertically upwards and occupies an angle to the horizontal of up to 90 ° and possibly also over it.
  • 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.
  • 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.
  • the side wall 6a is fixed to the first barrier body A in the region of its first end face 4a.
  • 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 Leitschwellen jete 1a, which on the Leitschwellen scrube 1 of Figures 1 and 2 based.
  • 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.
  • 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.
  • two or more Leitholme 19 can be arranged one above the other on the barrier bodies A, B.
  • the Leitschwellen battlee 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.
  • those bearing assembly 8 with the foundation 11 d coupling means are shown, which are arranged in the form of anchors 24 within the foundation 11 d and brace through corresponding openings in the bottom plate 17, the bearing assembly 8 with the foundation 11d.
  • Analogous to the successively arranged on the barrier bodies A, B Leitholmen 19 and the barrier body A, B are in this case formed of successively arranged and interconnected in a manner not shown standard elements.
  • FIG. 5 shows the Leitschwellen writtene 1a of FIG. 3 in a supervision.
  • this supervision corresponds to the omission of the guide rails 19 of the supervision of the threshold barrier 1 of FIG. 1 .
  • side cheeks 6b are arranged on both sides in the region of the gap between the first and the second barrier body A, B.
  • the gap 5 is bridged on both sides by the side walls 6b.
  • 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 are also apparent here.
  • the barrier body A, B 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.
  • the legs 25a, 25b 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.
  • 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 a possible displacement of the Barrier body A, B oppose the substrate 3 with appropriate resistance.
  • FIG. 7 shows the Leitschwellenbache 1a of FIGS. 3 and 4 also in a cut representation.
  • 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.
  • an abutment 29 is provided on the connecting plate 27 of the barrier body A, B, within which the clamping rod 20 is arranged.
  • 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.
  • 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.
  • 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 feet 30 a , 30b of the guide rail 19 is umgreifbar.
  • 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 Leitschwellen experimente 1a in the region of the gap 4 opposite end faces 4a, 4b of the barrier body A, B.
  • the barrier body A, B otherwise covering side region, more closely their legs 25a, 25b, shown transparent.
  • the transition between the Leitholmen 19 and the barrier bodies A, B more closely the top 7, transparent.
  • the barrier body A, B are at the end initially closed about perpendicular to the longitudinal direction of the barrier body A, B extending front sides 31 a, 31 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.
  • 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.
  • 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.
  • the locking element 34 is displaceable by means of the electromechanical drive 36 in the longitudinal direction of the guide rail 19.
  • FIG. 8 shows that the feet 28 are connected via a crossbar 37 with the first barrier body A.
  • 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 Leitschwellen writtene 1a in the region of the opposite with their end faces 4a, 4b barrier bodies A, B as a section in a side view. It becomes clear that the barrier bodies A, B can be brought into engagement with each other coupling means 38 exhibit.
  • 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.
  • 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.
  • 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.
  • the impact plate 41 upstream of the end face 4b conforms to the profile of the legs 25a, 25b and the bends 26a, 26b.
  • further coupling means 38 can be seen, which are arranged in the form of recesses 43 in the bottom web 42.
  • the impact plate 41 is spaced over two indicated vertical webs 44 from the second end face 4b.
  • 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 by two spaced apart and parallel extending slots 45 from the first end face 4a is formed 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 Leitschwellen massagee 1, 1a.
  • FIG. 13 shows the already in FIG. 12 illustrated first end face 4a 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 Leitschwellenbache 1, 1a reach the in FIG. 11 shown vertical webs 44 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.
  • 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 from its closed position a1 out in the Open position a2 is pivoted. 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 Leitschwellen dealte 1a 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.
  • the barriers also not shown coupling means 38 to allow a secure connection with each other and to the Leitschwellen dealte 1a.
  • the vehicle restraint system 48 also arranged on the Leitschwellen 49 Leitholme 19, which is also identical in its cross section and thus analogous to the representation of FIG. 7 are executed.
  • the barrier barrier 1a according to the invention enables a seamless integration into a string of barriers 49 and guide rails 19, so that, for example, existing systems can easily be supplemented by such a barrier barrier 1a.
  • the inventive Leitschwellen writtene 1, 1 a in a strand of Leitschwellen 49 and guide rails 19 is thus integrated into a vehicle restraint system 48.
  • 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.
  • 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.
  • 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.
  • the coupling means 38 serve to allow a very stable connection between the opposing barrier bodies A, B.
  • 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.
  • the side cheeks 6a, 6b in particular to initiate any cross-loading of the first barrier body A, for example, by a collision of a motor vehicle, over a larger area directly into the second barrier body B fixed to the ground 3.
  • 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.
  • 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.
  • 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.
  • 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.
  • the second barrier body B of the threshold barrier 1, 1 b 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (11)

  1. Barrière de séparation de voies destinée à être intégrée dans un système de retenue de véhicules (48) au niveau de voies de circulation, comprenant un premier corps de barrière (A) avec un premier côté frontal (4a) ainsi qu'un deuxième corps de barrière (B) avec un deuxième côté frontal (4b) correspondant au premier côté frontal (4a), les corps de barrière (A, B) comportant des moyens de couplage (38) qui peuvent être mis en prise l'un avec l'autre et un dispositif de logement (8) côté extrémité et éloigné du premier ou du deuxième côté frontal (4a, 4b) étant prévu au niveau au moins du premier corps de barrière (A) ou du deuxième corps de barrière (B), dispositif de logement au niveau duquel le corps de barrière (A, B) est logé par l'intermédiaire d'un axe de rotation (10) horizontal et peut pivoter verticalement d'une position fermée (a1) à une position ouverte (a2), une fente (5) qui existe entre les deux côtés frontaux (4a, 4b) en position fermée (a1) étant recouverte au moins par endroits par au moins une joue latérale (6a, 6b) qui est agencée au niveau du premier corps de barrière (A) ou du deuxième corps de barrière (B), caractérisée en ce que le premier côté frontal (4a) et un côté supérieur (7) du premier corps de barrière (A) ainsi que le deuxième côté frontal (4b) et un côté inférieur (2) du deuxième corps de barrière (B) forment ensemble à chaque fois un angle d'inclinaison (c1, c2) inférieur à 90°, l'axe de rotation horizontal (10) étant agencé au-dessus ou dans le plan du côté supérieur (7) du corps de barrière (A, B) pivotant verticalement et l'un des moyens de couplage (38) comprenant une languette (39) agencée au niveau du premier côté frontal (4a) ainsi que des parties en saillie (46) du type tenon et l'autre moyen de couplage (38) comportant une encoche d'insertion (40) agencée au niveau du deuxième côté frontal (4b) avec une traverse de fond (42) qui a des évidements (43), la languette (39) pouvant être mise en prise avec l'encoche d'insertion (40) et les parties en saillie (46) avec les évidements (43) en position fermée (a1) au moins par endroits et l'encoche d'insertion (40) étant formée par une plaque de joint (41) frontale qui est maintenue à distance du deuxième côté frontal (4b) par l'intermédiaire de deux traverses verticales (44), la plaque de joint (41) étant orientée perpendiculairement par rapport au côté supérieur (7) du deuxième corps de barrière (B).
  2. Barrière de séparation de voies selon la revendication 1, caractérisée en ce que les angles d'inclinaison (c1, c2) sont identiques de telle sorte que les côtés frontaux (4a, 4b) qui se font face en position fermée (a1) sont orientés parallèlement l'un à l'autre.
  3. Barrière de séparation de voies selon la revendication 1 ou 2, caractérisée en ce que dans l'un des corps de barrière (A) ou au niveau de celui-ci est agencé un élément de verrouillage (34) mobile qui peut être déplacé au moins par tronçons à travers les côtés frontaux (4a, 4b ; 21a, 21b) qui se font face en position fermée (a1) de telle sorte que les corps de barrière (A, B) peuvent être fixés l'un à l'autre par l'intermédiaire de l'élément de verrouillage (34).
  4. Barrière de séparation de voies selon l'une des revendications 1 à 3, caractérisée en ce que le dispositif de logement (8) comporte une plaque de fond (17) avec au moins un limiteur (47), le corps de barrière (A) pouvant être soutenu latéralement par le limiteur (47) en position fermée (a1).
  5. Barrière de séparation de voies selon l'une des revendications 1 à 4, caractérisée en ce que les deux corps de barrière (A, B) peuvent pivoter verticalement d'une position fermée (a1) à une position ouverte (a2).
  6. Barrière de séparation de voies selon l'une des revendications 1 à 5, caractérisée en ce qu'il est prévu des longerons de guidage (19) qui sont placés au-dessus des corps de barrière (A, B).
  7. Barrière de séparation de voies selon la revendication 6, caractérisée en ce que les longerons de guidage (19) sont assemblés aux corps de barrière (A, B) par l'intermédiaire de tirants (20).
  8. Barrière de séparation de voies selon l'une des revendications 3 à 7, caractérisée en ce que l'élément de verrouillage (34) peut être déplacé au moyen d'un dispositif d'entraînement mécanique, en particulier au moyen d'un dispositif d'entraînement électromécanique (36).
  9. Système de retenue de véhicules (48) pour des voies de circulation, lequel comporte des séparateurs de voies (49) mis de manière amovible les uns à côté des autres et une barrière de séparation de voies (1, 1a) selon l'une des revendications précédentes 1 à 8.
  10. Système de retenue de véhicules selon la revendication 9, caractérisé en ce que la section transversale des corps de barrière (A, B) correspond à la section transversale des séparateurs de voies (49).
  11. Système de retenue de véhicules selon la revendication 9 ou 10, caractérisé en ce que des longerons de guidage qui sont assemblés par concordance de forme aux corps de barrière (A, B) sont placés au-dessus des corps de barrière (A, B).
EP12182961.8A 2011-09-05 2012-09-04 Barrière de séparation de voie ainsi que système de retenue de véhicule avec barrière de séparation de voie Active EP2565328B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201110053263 DE102011053263B4 (de) 2011-09-05 2011-09-05 Leitschwellenschranke sowie Fahrzeugrückhaltesystem mit einer Leitschwellenschranke

Publications (3)

Publication Number Publication Date
EP2565328A2 EP2565328A2 (fr) 2013-03-06
EP2565328A3 EP2565328A3 (fr) 2015-02-25
EP2565328B1 true EP2565328B1 (fr) 2017-07-19

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EP12182961.8A Active EP2565328B1 (fr) 2011-09-05 2012-09-04 Barrière de séparation de voie ainsi que système de retenue de véhicule avec barrière de séparation de voie

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EP (1) EP2565328B1 (fr)
DE (1) DE102011053263B4 (fr)
DK (1) DK2565328T3 (fr)
ES (1) ES2637369T3 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013101776B3 (de) 2013-02-22 2014-08-28 SGGT Straßenausstattungen GmbH Leitschwellenschranke sowie Fahrzeugrückhaltesystem mit einer solchen Leitschwellenschranke
EP2784222B1 (fr) * 2013-03-27 2016-12-28 Kaufmann AG Dispositif de glissière de sécurité, notamment système de transfert de glissière de sécurité, avec unité de verrouillage et abaissement court
WO2017118475A1 (fr) 2016-01-05 2017-07-13 Wenger, Projekte Und Coaching Segment de barrière de sécurité déplaçable

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH460845A (de) * 1963-02-19 1968-08-15 Neher Maschf A Leitplankenbahn
NL7212157A (fr) * 1972-09-07 1974-03-11
US5551796A (en) * 1995-01-20 1996-09-03 Emergency Public Safety Services, L.L.C. Moveable barrier
DE202004005084U1 (de) * 2004-03-29 2004-06-03 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Leitplankenanordnung
DE102008016837B4 (de) * 2008-04-01 2016-02-18 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Leiteinrichtung an Verkehrswegen mit einer horizontal schwenkbaren Leitschwelle

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Also Published As

Publication number Publication date
EP2565328A2 (fr) 2013-03-06
EP2565328A3 (fr) 2015-02-25
DK2565328T3 (en) 2017-09-11
DE102011053263B4 (de) 2013-10-10
DE102011053263A1 (de) 2013-03-07
ES2637369T3 (es) 2017-10-13

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