EP2959061B1 - Traffic guide barrier, and vehicle retaining system with such a traffic guide barrier - Google Patents

Description

The invention relates to a crash barrier for integration in a vehicle restraint system on a traffic route according to the preamble of claim 1 and a vehicle restraint system with such a threshold barrier according to claim 10.

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, especially in emergency situations, a rapid section opening within these vehicle restraint systems is required, for example, a to allow unimpeded fire or ambulance transit. Since these vehicle restraint systems constitute a physical separation and thus a boundary that otherwise would not otherwise be traversable with 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 otherwise desired barrier effect, if necessary, at least in sections. For this purpose, individual Leitschwellenabschnitte are formed as a Leitschwellenschranke, wherein they are fixed on one side about a rotation axis and thus are pivotable about them from a closed position to an open position. Another opening principle of a Leitschwellenschranke discloses the EP 2 418 324 A1 , In this case, the lowerable guard rail assembly is retractable and retractable by a double scissors gear and can be lowered in the retracted state so far that it can be driven over by vehicles.

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 barrier body which extends in its longitudinal direction and which is arranged so as to be horizontally pivotable about a vertical axis of rotation at an end bearing area. Furthermore, the barrier body on its end remote from the storage area on a coupling means, via which the barrier body can be coupled with a coupling means corresponding to the 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.

From the CH 460 845 A a threshold barrier for integration into a vehicle restraint system on a traffic route is known. This includes one first barrier body having a first end face and a second barrier body, which has a second end face corresponding to the first end face. In this case, the two barrier body mutually engageable coupling means in the form of holes and bolts. At one of the barrier body remote from the end face end bearing assembly is provided, on which the barrier body is mounted on a horizontal axis of rotation. As a result, the barrier body is vertically pivotable from a closed position in an open position. A befindlicher in the closed position between the two end faces of the barrier body gap is bridged at least in some areas by at least one side cheek, which is arranged on one of the barrier body.

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 lead to 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.

The still unpublished German application 10 2011 053 263.3 (subsequently published as DE 10 2011 053 263 A ) shows a high impact loads safely receiving solution for a vertically pivotable Leitschwellenschranke, which serves as part of a stationary vehicle restraint system. The Leitschwellenschranke has a first and a second barrier body, which have mutually engageable coupling means. One of the coupling means in this case comprises a front side of the first barrier body arranged tab and pin-like projections, whereas the other coupling means has a front side of the second barrier body arranged insertion pocket with a bottom web, which has recesses.

In a closed position of the Leitschwellenschranke the tab with the insertion pocket and the projections with the recesses at least partially engageable with each other. To open the Leitschwellenschranke at least one of the two barrier body remote from the respective end face end bearing assembly is provided, on which the corresponding barrier body is mounted on a horizontal axis of rotation and so can be pivoted vertically as required from a closed position to an open position. The gap located in the closed position between the two end faces of the barrier body is at least partially bridged by at least one side cheek, which is fixed to one of the barrier body.

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 pivotability increased demands on the movable connections and in particular the necessary coupling of the free end are directed to the rest of the vehicle restraint system, which constitute a potential vulnerability.

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

The present invention is based on the object to further improve a vertically pivotable Leitschwellenschranke of the aforementioned type and a vehicle restraint system with such Leitschwellenschranke, so that the Leitschwellenschranke located in its closed position even at very high, in particular acting on its vertically pivotable end impact loads a fail-safe Coupling and almost has unchangeable storage of its free end, especially within a stationary vehicle restraint system.

The solution to this problem consists according to the invention in a Leitschwellenschranke for integration into a vehicle restraint system with the features of claim 1 and in a vehicle restraint system for a traffic route with the features of claim 10.

Hereinafter, a Leitschwellenschranke for integration into a vehicle restraint system on a traffic route is shown below, 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. One of the coupling means comprises a tab arranged on the first end side and pin-like projections, wherein the correspondingly different coupling means has an insertion pocket arranged on the second end face with a bottom web. The bottom web of the insertion pocket further has at least one recess, preferably a plurality of recesses. In a closed position of the Leitschwellenschranke both the tab with the insertion pocket and the projections with the one or more recesses are at least partially engageable with each other.

As an advantageous embodiment, the projections and the recesses are each arranged in the outer edge regions of the insertion pocket and the front side. In this way, a stable connection between the barrier bodies is ensured, which also holds a high bending load perpendicular to the pivot axis of the barrier body.

Furthermore, at least one of the two barrier body remote from the end face end bearing assembly is provided, on which this barrier body is arranged vertically pivotable about a horizontal axis of rotation. In this way, the barrier body is vertically displaceable 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. In a preferred embodiment, two side cheeks may be provided, which at least partially surround the gap between the two end sides from both sides bridging. The at least one side cheek is arranged on the first barrier body or on the second barrier body.

The side wall represents a stop against which the other barrier body can be supported. Of course, the, the side cheek having barrier body can be supported against the other barrier body. In particular, horizontally directed to the barrier body impact loads can be taken so first on one of the barrier body, with its free end can support at least one side cheek against the free end of the other barrier body. By transferring the loads between the barrier bodies on the side wall each free end of the barrier body is fixed in its position.

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 to one of the barrier bodies only on one side.

Due to the two-sided arrangement of the side cheeks in the region of the opposite end faces of the barrier body whose free ends are stabilized against each other. In particular, in one embodiment, where both barrier body are mutually vertically pivotable, the side cheeks serve to transmit a possible moment across the gap between the barrier bodies.

According to the invention, the first barrier body has a claw which is arranged at its free end and which corresponds with an opening. Said opening is part of the second barrier body, wherein the opening is arranged in an upper side of the second barrier body. The claw and the opening are configured to be engaged by a vertical pivotal movement of one of the barrier bodies. In this case, the claw of the first barrier body engages in the closed position of the Leitschwellenschranke at least partially in the opening of the second barrier body. In contrast, the engagement of the claw in the opening in the furnace position of the barrier barrier is canceled.

Depending on the requirement, the formation of the claw may be such that with a limited vertical pivoting of the barrier body, an engagement of the claw in the opening continues.

For this purpose, the claw may have a length adapted to the respective requirements hook portion, which dives correspondingly deep into the opening of the second barrier body. In this way, even with a limited lifting of the first barrier body, for example by an impact continues to be given a holding connection through the combination of claw and opening between the two barrier bodies.

The particular advantage of the claw in combination with the opening is that this not only horizontally directed impact loads directed horizontally on the barrier body can be forwarded, but that the claw forms a tension band and / or pressure band between the opposing barrier bodies. In this way, loads extending in the longitudinal direction of the one barrier body can also be forwarded via the claw to the respective other barrier body. For this purpose, the opening is preferably formed so that in particular the angled hook portion extends in the closed position of the Leitschwellenschranke as close as possible to an edge of the opening. In this way, only a small longitudinal offset or transverse offset between the barrier bodies is required to activate the connection thus created.

In a further embodiment, the claw and the opening can also be matched to one another in such a way that, in the closed position of the threshold barrier, they permanently have a contact area between them which adjusts at least in regions. Depending on the requirement, the coupling thus created between the opening and the claw can be made in a force-locking and / or form-fitting manner.

The claw has a substantially horizontal arm, wherein the hook portion is angled relative to the boom. In this case, the boom and hook section enclose an angle of 70 ° to 100 ° between them, preferably 90 °. In order to obtain a connection which is as stable as possible, also in the horizontal plane, transversely to the longitudinal direction of the barrier barrier, the boom of the claw preferably has a width exceeding its height and extending in a horizontal plane. As a result of this embodiment, the moment of resistance of the claw about the strong axle formed in this way is significantly increased with respect to a horizontal impact load, so that a deformation-poor and secure coupling between the two barrier bodies is achieved even during the impact.

Advantageous developments of the basic concept of the invention are the subject of the dependent claims 2 to 9.

After that, the second barrier body may have a coupling plate arranged on its underside and protruding beyond its second end side. The coupling plate may be, for example, the extension of a bottom plate of the second barrier body. Of course, the coupling plate can also be arranged as a single component in the region of the plane of the underside of the second barrier body at this.

Depending on the configuration, the coupling plate may be connected to the barrier body, for example via detachable connection means. In combination with the arrangement of slotted holes so any deviations from the planned distance between the opposing barrier bodies can be compensated by adjusting the position of the coupling plate on site. Preferably, the coupling plate is integrally connected to the second barrier body, for example by means of a weld or over welding points.

Since the coupling plate is projecting beyond the second end face of the second barrier body, it can at least partially engage under the first barrier body in the closed position of the barrier threshold. A possible height offset of the thus at least partially resting on the coupling plate first barrier body can be compensated for example by an offset or a jump in the cross-section of the coupling plate. In contrast, the first barrier body may also have a corresponding recess or an offset on its underside in the region of its free end to accommodate the thickness of the coupling plate in the closed position of the Leitschwellenschranke.

Depending on the configuration, the coupling plate can be connected to the second barrier body either by means of releasable connection means or by material engagement, for example by welding. The advantage of using detachable connection means is the fact that any tolerances on site can be compensated thereby. In particular, in combination with the arrangement of oblong holes so any deviations in the position of the immediately opposite barrier body can be compensated. Furthermore, any damage to the coupling plate requires an exchange, which only requires their easy removal when using releasable connection means.

In order to enable a coupling of the immediately opposite barrier body by means of the coupling plate, this has at least one receiving opening, wherein the first barrier body has at least one foot disposed thereon on its underside. Preferably, a plurality of receiving openings are provided in the coupling plate, whereas the first barrier body also has several feet. The at least one receiving opening and the at least one foot are provided so that they are at least partially engageable with each other in the closed position of the Leitschwellenschranke. In an alternative embodiment, of course, the coupling plate itself may have at least one such foot, whereas the first barrier body has at least one corresponding receiving opening on its underside.

Preferably, at least two receiving openings and two feet are provided, which are arranged at a distance from one another perpendicular to the longitudinal extension of the barrier threshold. By this arrangement, a resulting, for example, from an impact moment across the gap between the two end faces away through the coupling plate on the other barrier body is transferable. Furthermore, so acting in the longitudinal direction of the barrier barrier tensile and / or compressive loads are transferable.

Depending on the desired interaction with the side wall and the other coupling means, the receiving opening and the foot can be coordinated so that they allow for a possible deflection of a barrier body either a direct or later occurring force transmission. This interaction is largely determined by the vote of the foot and the receiving opening in their respective forms each other. Thus, for example, the receiving opening directly has a peripheral contact with the foot in the closed position of the Leitschwellenschranke. In contrast, the dimensions of the foot can recede from the dimensions of the receiving opening so that the foot has a corresponding clearance within the receiving opening. In order to enable force transmission and reception in this case, a deflection of at least one barrier body is first necessary in order to bring the foot and the receiving opening into edge-side contact.

The foot and / or the receiving opening may for example have a round or oval, in particular circular shape. In an advantageous embodiment, the foot and / or the receiving opening may be polygonal. For example, a quadrangular or rectangular configuration allows the largest possible contact surface between an edge region of the opening and the foot. In this way, the occurring forces can be transmitted over the largest possible area. Any radii or bevels between the edge areas converging in the corners reduce a possible gap or notch effect during a load. The larger the transfer area between the receiving opening and the foot, the lower the respective stress loads.

In one development, the foot and / or the receiving opening can also have an inclined position of at least one of its edge regions. Of course, the receiving opening and / or the foot can also be designed as a whole conical. As a result of the at least one inclined edge region, when the respective barrier body is pivoted into the closed position, an immediate positive and / or frictional connection is made possible between the receiving opening and the foot.

The insertion pocket can be 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 an advantageous development of the bottom web may be an integral material integral part of the coupling plate. As a result, only the arrangement of the coupling plate projecting beyond the second end face on the second barrier body is necessary, on which the insertion pocket of the one coupling means as well as the at least one receiving opening and / or the at least one foot are arranged. Of course, the bottom web and the coupling plate can also be coupled together by means of releasable connecting means or by welding.

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 cross-loads, for example, in an impact, is In particular, an undesired pivoting of the barrier body from its closed position effectively prevented by the sliding locking element. Since the invention provides both a manual, more mechanical, as well as otherwise driven pivoting of the barrier body, the unauthorized opening of the Leitschwellenschranke is also prevented by their pivoting into the open position by the sliding locking element. In this case, the displaceable locking element may have an access barrier, for example a closure which allows only authorized persons whose unlocking.

The first end side and an upper side of the first barrier body may include an inclination angle of less than 90 ° between them. Also, the second end face and an underside of the second barrier body include an inclination angle of less than 90 ° between them. The horizontal axis of rotation is arranged in a first alternative embodiment above the top 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 can also be 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.

The particular advantage consists in the combination of the inclined end faces and the connecting the barrier body coupling means together with the coupling plate 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 means and the barrier body laterally embracing side cheeks thus a nearly rigid connection is possible in the closed position, which can be easily solved if necessary.

In the event of an impact, in particular the coupling means and the coupling plate in conjunction with the receiving opening and the foot serve to safely 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 parallel to each other in the closed position end faces the required coupling means and the coupling plate and the side cheek 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 and the coupling plate with receiving opening and foot are activated as early as possible in an impact 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.

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 at zweckentsprechendem gap, more closely spaced. The distance takes into account the weather- or temperature-related expansion processes of the material of the barrier body, so that at any time opening and closing of the barriers is guaranteed.

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 traffic lanes traveled on both sides, the bearing arrangement advantageously has one, preferably two limiters, wherein the limiters can each be 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.

In an advantageous embodiment of the first and / or the second barrier body in the region of the bearing assembly have a cross plate. Said transverse plate extends perpendicular to the longitudinal direction of the respective barrier body. Furthermore, the cross-plate can be designed so that this has at least one corresponding to the limiter cutout. In this case, the respective limiter is not fixed to the side of a barrier body, but is located below the barrier body on the bottom plate of the bearing assembly. Of course, said bottom plate may also be fixed independently of the bearing arrangement directly on a respective substrate. In combination with the arranged inside the barrier body cross-plate whose at least one cutout in the closed position of the Leitschwellenschranke the limiter surround at least partially.

Preferably, the limiter is arranged in the form of a flag plate on the bottom plate, which extends away from the bottom plate perpendicular to the cross plate and thus into the respective barrier body.

Although the limiter may have a pin shape, this is preferably formed as a plate, wherein the limiter extends in a plate shape in a plane parallel to the longitudinal direction of the Leitschwellenschranke. In this way, the inevitably resulting pivoting movement of the cutout on a circular path around the horizontal axis of rotation of the bearing assembly around be configured so that the cutout of the transverse plate is pushed from one edge of the limiter starting over this.

By extending in the longitudinal direction of the barrier barrier width of the plate-shaped limiter ensures that the holding effect in relation to a transverse load of the barrier body is still given, if the barrier body is lifted from the closed position limited, for example, by an impact. So even with a heavy impact in combination with a limited lifting of the barrier body, the holding effect of the limiter is possible.

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 opposing extension and mutually pivotable barrier body are present, which despite a short construction together as possible allow large 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 in this case placed directly on the barrier body 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 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.

In an alternative embodiment, the claw may have such an opening with respect to its angled hook portion. In this way, the locking element can be guided in the closed position of the barrier body at least in sections through the openings of the end face and the hook portion. The particular advantage is that this ensures an additional securing of the barrier body from any lifting during an impact.

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. By connecting several holding components in the form of coupling means, side cheek, bottom limiter and the coupling plate in combination with the receiving opening and the foot and the displaceable locking element ensures that the respective barrier body is fixed in terms of its ends with a high reliability and almost invariable storage in the closed position. In this case, at least some of the holding components are formed so that the connection is still active even if one of the barrier body is limited raised from the closed position.

In particular, the combination of inclined and mutually parallel end faces allows large-area contact between or the free ends of the barrier body, closer 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 and / or receiving openings and feet, 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. The same applies to the design of the coupling plate (receiving opening, foot). 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. This is at least in Closed position allows a virtually seamless transition between the barriers and the barrier body. 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 forward a colliding with the vehicle restraint system, which strikes the vehicle restraint system in particular at an acute angle, with as little burden for the occupant and possibly stop, without risking a collision with any protruding areas of the vehicle restraint system.

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 retention levels required.

Figur 1

eine erfindungsgemäße Leitschwellenschranke in geschlossenem Zustand in einer Seitenansicht;

Figur 2

die Leitschwellenschranke aus Figur 1 in einer teilweise geöffneten Stellung in selber Darstellungsweise;

Figur 3

eine Detailansicht der Leitschwellenschranke aus Figur 2 in selber Darstellungsweise;

Figur 4

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

Figur 5

die Leitschwellenschranke aus Figur 4 in geöffneter Stellung als Alternative zur Leitschwellenschranke der Figur 2 in selber Darstellungsweise;

Figur 6

die Leitschwellenschranke der Figuren 4 und 5 in einer Aufsicht;

Figur 7

einen Querschnitt durch die Leitschwellenschranke der Figuren 1 und 2;

Figur 8

einen Querschnitt durch die Leitwellenschranke der Figuren 4 bis 6;

Figur 9

einen Ausschnitt der Verbindung zwischen dem feststehenden und dem verschwenkbaren Teil der Leitschwellenschranke der Figuren 4 bis 6 in perspektivischer Darstellungsweise;

Figur 10

die Verbindung aus Figur 9 in einer Seitenansicht;

Figur 11

ein Detail der Verbindung aus Figur 10 in selber Darstellungsweise;

Figur 12

eine alternative Ausgestaltung zum Detail der Figur 11 in selber Darstellungsweise;

Figur 13

ein weiteres Detail der Verbindung aus Figur 10 in selber Darstellungsweise;

Figur 14

eine Stirnansicht eines Elements der Leitschwellenschranke;

Figur 15

eine Aufsicht auf ein freies Ende eines Teils der Leitschwellenschranke;

Figur 16

eine Stirnansicht eines weiteren Elements der Leitschwellen-schranke;

Figur 17

das Element der Figur 16 in perspektivischer Darstellungsweise;

Figur 18

ein Detail der Lagerung der Leitschwellenschranke in perspektivischer Darstellungsweise;

Figur 19

eine Variante der Lagerung aus Figur 18 als Detailausschnitt in selber Darstellungsweise;

Figur 20

einen Abschnitt eines erfindungsgemäßen Fahrzeugrückhalte-system mit einer Leitschwellenschranke in einer Seitenansicht;

Figur 21

eine alternative Ausgestaltung eines erfindungsgemäßen Fahrzeugrückhaltesystems aus Figur 20 in selber Darstellungsweise;

Figur 22

das alternative Fahrzeugrückhaltesystem aus Figur 21 in einer Aufsicht;

Figur 23

das Fahrzeugrückhaltesystem aus den Figuren 21 und 22 in perspektivischer Darstellungsweise;

Figur 24

einen Detailausschnitt des Fahrzeugrückhaltesystems aus Figur 23 in einer Seitenansicht;

Figur 25

einen weiteren Detailausschnitt des Fahrzeugrückhaltesystems aus der Figur 23 in einer Seitenansicht;

Figur 26

einen Teil des in Figur 23 dargestellten Fahrzeugrückhaltesystems in geöffnetem Zustand in selber Darstellungsweise;

Figur 27

den anderen Teil des in Figur 23 dargestellten Fahrzeugrückhaltesystems in geöffneter Position in selber Darstellungsweise sowie

Figur 28

ein Detail der Lagerung der Leitschwellenschranke in geöffnetem Zustand aus den Figuren 26 und 27 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 Leitschwellenschranke invention in the closed state in a side view;

FIG. 2

the threshold barrier FIG. 1 in a partially open position in self-representation;

FIG. 3

a detailed view of the Leitschwellenschranke FIG. 2 in self-presentation;

FIG. 4

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

FIG. 5

the threshold barrier FIG. 4 in open position as an alternative to the threshold barrier of FIG. 2 in self-presentation;

FIG. 6

the threshold barrier of the FIGS. 4 and 5 in a supervision;

FIG. 7

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

FIG. 8

a cross section through the Leitwellenschranke the FIGS. 4 to 6 ;

FIG. 9

a section of the connection between the fixed and the pivotable part of the Leitschwellenschranke the FIGS. 4 to 6 in perspective representation;

FIG. 10

the connection off FIG. 9 in a side view;

FIG. 11

a detail of the connection FIG. 10 in self-presentation;

FIG. 12

an alternative embodiment to the detail of FIG. 11 in self-presentation;

FIG. 13

another detail of the connection FIG. 10 in self-presentation;

FIG. 14

an end view of an element of Leitschwellenschranke;

FIG. 15

a plan view of a free end of a part of the Leitschwellenschranke;

FIG. 16

an end view of another element of the threshold barrier;

FIG. 17

the element of FIG. 16 in perspective representation;

FIG. 18

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

FIG. 19

a variant of storage FIG. 18 as detail in self-representation;

FIG. 20

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

FIG. 21

an alternative embodiment of a vehicle restraint system according to the invention FIG. 20 in self-presentation;

FIG. 22

the alternative vehicle restraint system FIG. 21 in a supervision;

FIG. 23

the vehicle restraint system from the FIGS. 21 and 22 in perspective representation;

FIG. 24

a detail of the vehicle restraint system FIG. 23 in a side view;

FIG. 25

a further detail of the vehicle restraint system of the FIG. 23 in a side view;

FIG. 26

a part of in FIG. 23 illustrated vehicle restraint system in the open state in self-representation;

FIG. 27

the other part of in FIG. 23 shown vehicle restraint system in the open position in the same way of representation as well

FIG. 28

a detail of the storage of the Leitschwelleschranke in the open state from the FIGS. 26 and 27 in a side view.

FIG. 1 shows a side view of the invention Leitschwellenschranke 1. The Leitschwellenschranke 1 comprises a first barrier body A and a second barrier body B, which are arranged with their lower sides 2 on the bottom side on a substrate 3 shown in a sectional view of a traffic route, not shown. The two barrier bodies A, B face each other with their end faces 4a, 4b, one between the end faces 4a, 4b located gap 5 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 here a fixed part of the Leitschwellenschranke 1, which is connected via not shown anchor or anchor baskets with fixed foundations 11a, 11b, 11c. 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 via 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 assembly 8, within which the bearing assembly 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 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 column 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 11 d. 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 is also apparent that the side cheek 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 a detail of the two free ends 13 of the barrier body A, B in a slight open position a2. The schematic representation illustrates by a transparency of the side wall 6a, the arrangement of a claw 18a on the first barrier body A. The claw 18a extends parallel to the top 7 over the first end face 4a of the first barrier body A away. In contrast, the second barrier body B has an opening 18b arranged in its upper side 7. The opening 18b is intended to receive the claw 18a at least in regions in the closed position a1 of the threshold barrier 1. Thus, the claw 18a of the first barrier body A engages at least partially in the opening 18b of the second barrier body B in the closed position a1 in a manner not shown here.

FIG. 4 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. Good to see that in the region of the gap 5 opposite end faces 21 a, 21 b of the guide rails 19 are adapted to the inclination angle c1, c2 of the end faces 4a, 4b of the barrier body 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 this embodiment, the guide rails 19 are considered as components of the barrier body A, B. With reference to the barrier bodies A, B, these can consequently comprise the guide rails 19.

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 are also those who Bearing assembly 8 with the foundation 11 d coupling means 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 11 d. 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.

Opposite the in FIG. 4 shown closed position a1 of the Leitschwellenschranke 1a shows FIG. 5 their open position a2.

FIG. 6 shows the Leitschwellenschranke 1a of FIGS. 4 and 5 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.

The present threshold barrier 1a has a connection between its barrier bodies A, B in the form of the claw 18a and the opening 18b corresponding thereto. In a schematic representation, it is illustrated here that said arrangement of the claw 18a and the opening 18b can take place both in the barrier bodies A, B themselves and in the guide rails 19 arranged on them.

FIG. 7 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. 8 shows the Leitschwellenschranke 1a of FIGS. 4 and 5 also in a cut representation. Based on the already in FIG. 7 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. In this case, 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 in detail 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 hexagon head, which with a commercial tool, not shown here, for example, a jaw or ring wrench, and a Aufstecknuss can be coupled. 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 the simplest possible 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 feet 30 a , 30b of the guide rail 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. 9 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 region, more closely their legs 25a, 25b, shown transparent. Furthermore, the transition between the Leitholmen 19 and the barrier bodies A, B, more nearly the top 7, is mostly transparent. In this view, it is clear that 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.

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.

As can be seen, in the present case, the claw 18a is arranged in the region of the guide rail 19 of the first barrier body A. The same applies to the opening 18b corresponding to the claw 18a, which is likewise arranged in the guide rail 19 of the second barrier body B. This illustration serving for clarification can of course also be transferred to the arrangement of the claw 18 a and the opening 18 b directly in the barrier bodies A, B when omitting the guide rails 19.

The claw 18a is formed from a flat iron, which includes a cantilever 18c extending in the longitudinal direction of the barrier barrier 1a and a hook portion 18d which is bent in the opposite direction. The angled hook portion 18d is so bent relative to the boom 18c and the claw 18a, that this engages in the closed position shown here a1 in the opening 18b.

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.

If the barrier bodies A, B are equipped with guide rails 19 arranged on these, said guide rails 19 become components of the barrier bodies A, B in the sense of the invention. In this context, the end face 21 b of a guide rail 19 is considered as part of the end face 4 b of the second barrier body B, so that the end face 21 a of a Leitholms part of the end face 4 a of the first barrier body A in the context of the invention. In this way, for example, the displaceable locking element 34 can be arranged both in one of the barrier body A, B and, if present, in one of the guide rails 19, so that this is at least partially in the sense of the invention by the end faces 4a, 4b displaced in principle ,

Still goes out FIG. 9 shows that the feet 28 are connected via a crossbar 37 with the first barrier body A. In contrast, the second barrier body B, although a traverse 37, but this is not with Feet 28 is connected, since the second barrier body B is fixed anyway and thereby set on the foundations, not shown here.

FIG. 10 shows the already in FIG. 9 illustrated connection of the Leitschwellenschranke 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 here that the barrier bodies A, B have additional coupling means 38 which can be brought into engagement with one another. 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.

As can be seen, the claw 18a has an opening 18e in its angled hook portion 18d. This embodiment is necessary if claw 18a and the locking element 34 are at least partially arranged in a contacting position to each other. The opening 18e of the hook portion 18d serves to receive the locking element 34 in its advanced position. In this way, an additional safeguard between the two barrier bodies A, B is ensured by the first barrier body A is bolted by the locking element 34 with both the second end face 4b and / or the end face 21b and the angled hook portion 18d.

FIG. 11 illustrates the structure of the coupling means 38 in the form of a section of the FIG. 10 , 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 in a range of 0.1 to 5 ° relative to the Top 7 of the barrier body A, B inclined 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.

Already off FIG. 10 the arrangement of a coupling plate 42a emerges. The coupling plate 42a is disposed on the second barrier body B, more specifically in the region of its underside 2. In this case, the coupling plate 42a protrudes beyond its second end face 4b, where it engages under the first barrier body A at least partially in the closed position a1.

With a view to FIG. 11 It can be seen that the coupling plate 42a can be arranged in the form of an extension of the bottom web 42 in the region of the insertion pocket 40. In the present case, it is a bent part, from which the second end face 4b and the bottom web 42 and the impact plate 41 are formed. In the present embodiment, the coupling plate 42 a is integrally connected to the insertion pocket 40. In a manner not shown, the coupling plate 42a may of course also be connected to other areas of the insertion pocket 40. Thus, the insertion pocket 40, for example, at least partially rest on the coupling plate 42a.

Out FIG. 12 shows an alternative embodiment of the coupling plate 42a, which is present in one piece integral part of the bottom web 42. In other words, in this case the second end face 4b and the coupling plate 42a are made of a common bent part, whereas the bottom web 42 is formed by a region of the coupling plate 42a. The bottom web 42 is in this case limited by the impact plate 41, which in the present case is arranged perpendicular to the coupling plate 42a. In the connection of the baffle 41 and the coupling plate 42a is preferably a cohesive connection.

Out FIG. 13 goes another detail of the FIG. 10 which shows the free end region of the coupling plate 42a. In this view, it is clear that the coupling plate 42a comprises at least one receiving opening 42b. In contrast, the illustrated in slightly raised position first barrier body A on its underside 2 at least one foot 42c. The receiving opening 42b and the foot 42c are formed so that they correspond with each other. In this way, the foot 42c and the receiving opening 42b in the closed position a1 of the Leitschwellenschranke 1, 1a at least partially engageable with each other. In the present case, the foot 42c is connected to the first barrier body A via a web 42d. In this case, the web 42d extends in a manner not shown transversely to the longitudinal direction of the Leitschwellenschranke 1, 1a.

FIG. 14 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. 15 shows a plan view of the second barrier body B. In this view again the vertical webs 44 are clear, over which the baffle 41 is spaced to the second end face 4b. Furthermore, the coupling plate 42a can be seen as a lower-side extension of the second barrier body B. This view again gives the view of the arranged in the coupling plate 42a receiving openings 42b free, of which two are present in the present case. As can be seen, the receiving openings 42b are formed rectangular, wherein the receiving openings 42b are rounded in their corner regions.

FIG. 16 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 with in the FIGS. 14 and 15 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. 17 shows the already in FIG. 16 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. 18 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. 4 and 5 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.

Out FIG. 19 a variant of the Leitschwellenschranke 1, 1a in the area of their bearing assembly 8 shows. For this purpose, the first barrier body A on a cross plate 47a, which is disposed in the interior of the first barrier body A between its legs 25a, 25b. The cross plate 47a extends transversely to the longitudinal direction of the first barrier body A.

As can be seen, the transverse plate 47a has recesses 47b directed towards the underside 2 of the first barrier body A. The cutouts 47b begin at an edge region of the transverse plate 47a directed towards the underside 2 and extend upwards to a limited extent. In the present case, two such cutouts 47b are arranged at a distance from one another in the transverse plate 47a.

In contrast, with the cutouts 47b corresponding limiters 47c fixed to the bottom plate 17 of the bearing assembly 8. The limiters 47c are designed as flagstones, which rise on the bottom plate 17 and extend into the first barrier body A inside. Preferably, the limiters 47a are materially connected to the bottom plate 17, for example by welding. In the presentation of the FIG. 19 it is clear that the limiter 47c and the cutouts 47b of the transverse plate 47a engage with each other, provided that the first barrier body A is in the closed position a1. In this case, the limiters 47c are encompassed laterally in the closed position a1 by the cutouts 47b in a manner not shown in detail.

As can be seen, two transverse plates 47a arranged in parallel one behind the other are present in the first barrier body A, wherein the bottom plate 17 likewise has two rows of limiters 47c arranged one behind the other. Accordingly, in the present case, there are a total of four limiters 47c which, in the closed position a1 of the threshold barrier 1, 1a, engage with the cutouts 47b in the transverse plates 47a at least in regions. As a result, any transverse loads acting on the first barrier body A are received in the area of the bearing arrangement 8 both via the horizontal axis of rotation 10 in the area of the upper side and via the limiters 47c in combination with the cutouts 47b of the transverse plates 47a in the area of the lower side 2. That way is prevents any possible corrosion of the first barrier body A about its longitudinal axis in the event of an impact.

FIG. 20 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 1a according to the Figures 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 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. As can be seen, 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.

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. Depending on the configuration, the claw 18a is also bolted by the displaceable locking element 34 by being guided through the opening 18e in the hook section 18d of the claw 18a. 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.

Particularly in the closed position a1 of the barrier barrier 1, 1a, the coupling means 38 in conjunction with the claw 18a and the limiters 47, 47c and the coupling plate 42a serve to enable 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, while the hook portion 18 d of the claw 18 a engages in the corresponding opening 18 b. This results in an almost rigid connection between the end faces 4a, 4b, which is supplemented by the side cheeks 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 a collision 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 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.

FIG. 21 shows such an alternative embodiment of a two-winged Leitschwellenschranke 1b of another vehicle restraint system 48a. As already out FIG. 20 also known in the FIG. 21 shown vehicle restraint system 48a on the first barrier body A and the second barrier body B, which in this case are each mounted at their opposite ends of the gap 5 9 via bearing assemblies 8a pivotally. As can be seen, the alternative vehicle restraint system 48a is likewise composed of guide rails 49 and the first barrier body A and the second barrier body B, on each of which individual guide rails 19 are arranged and connected to them via tension rods 20.

As already in the FIGS. 7 to 10 shown, the two barrier body A, B in the presently closed state on their feet 28 on the ground 3. By contrast, the barrier sleepers 49 adjoining the barrier bodies A, B in the longitudinal direction thereof are detachably connected to the substrate 3 via bolts 24a. A placed on the first barrier body A guide rail 19 has in the region of the gap 5, a maintenance flap 51, via which the in the Figures 9 and 10 shown electromechanical drive 36 can be reached if necessary. In the area of the end-side bearing arrangements 8a of the barrier barrier 1 b additional side walls 6c are arranged, which analogous to the side cheeks 6a, 6b in the region of the gap 5 between the two barrier bodies A, B also for gap coverage between the baffles 49 and the first barrier body A and the second Barrier body B serve.

FIG. 22 shows the vehicle restraint system 48a of FIG. 21 in a supervision. In this supervision, it is clear that the Leitschwellen 49 as well as the two barrier body A, B have lateral exhibitions 26a, 26b, as in relation to the two barrier body A, B in the FIGS. 7 and 8 and 14-16. Those, the thresholds 49 with the substrate 3 connecting bolts 24a are guided to each side of the barriers 49 through the lateral exhibitions 26a, 26b.

FIG. 23 shows the vehicle restraint system 48a of FIGS. 21 and 22 in a perspective view of its closed position a1. To clarify the structure the end-side bearing assemblies 8a of the two barrier body A, B and their configuration in the region of the gap 5, the two barrier body A, B and the guide rails 19 in the form of cutouts partially transparent. As a result, the view is released into the interior of the vehicle restraint system 48a. Their respective contents are the subject of the following FIGS. 24 and 25 ,

FIG. 24 shows a section of the view of the representations of the FIG. 23 left bearing assembly 8a in partial transparent representation. As already to the Figures 1 and 2 and 18 of the invention Leitschwellenschranken 1, 1a executed, also has the bearing arrangement shown here 8a of the alternative Leitschwellenschranke 1b a horizontal axis of rotation 10, around which the second barrier body B is vertically pivotable. The construction shown here also applies to the bearing assembly 8a of the in FIG. 23 As can be seen, there is also a pillar 16 supporting the horizontal axis of rotation 10, whereas the second barrier body B is connected to a rotary element 52. Said rotary element 52 is penetrated by the horizontal axis of rotation 10 which is supported on the column 16. The connection between the rotary member 52 and the second barrier body B is designed so that a rotation of the rotary member 52 about the horizontal axis of rotation 10 around the vertical pivoting of the second barrier body B causes about the horizontal axis of rotation 10 around. In other words, the rotary member 52 and the second barrier body B are rigidly connected thereto.

As for the threshold 49 of the FIG. 24 recognizable, this also has at least one maintenance flap 51a, which is to open, if necessary, for example, via releasable connection means. Behind this maintenance flap 51a may be a connection, not shown here, between the rotary member 52 and a suitable drive, whose articulated connection is accessible by opening the maintenance flap 51 a for any maintenance or service work in this way.

Out FIG. 25 goes a section of the compound of the closed Leitschwellenschranke 1b in the area with their end faces 4a, 4b opposite barrier body A, B forth. Due to the partially transparent presentation of the view is released into the interior, in this regard to the previous comments made in relation to FIG. 10 is referenced.

In addition, a side plate 53 adapted to the side cheek 6 can be seen, which is presently arranged on the second barrier body B. The side plate 53 is arranged flat on the side legs 25b of the second barrier body B. Preferably, the side plate 53 is connected at least partially cohesively to the side legs 25b, for example via a weld. The side plate 53 adapted in its thickness perpendicular to the surface of the side leg 25b to the side wall 6a is intended to protect the side wall 6a from any bending in the event of an impact. For this purpose, both the side cheek 6a and the side plate 53 with their outer surfaces parallel to the leg 25b at least approximately at the same height. In this way, a possible penetration of areas of a colliding with the vehicle restraint system 48a vehicle is effectively prevented, in particular impinges upon striking the Leitschwellenschranke 1 b at a shallow angle.

The FIGS. 26 and 27 show that in FIG. 23 closed vehicle restraint system 48a with open threshold barriers 1b. In the present open position a2, the first barrier body A was first pivoted, followed by the second barrier body B. To return to the in FIG. 23 This process is carried out in the reverse order, with first the second barrier body B being pivoted back onto the substrate 3, followed by the first barrier body A. This sequence is necessary due to the arrangement of the side cheeks 6a, 6b, which in the closed position a1 comprise the second barrier body B in the region of its end face 4b and in the present case also in the region of the end face 21b of the guide spar 19 arranged on the second barrier body B at least in regions.

In addition, this order is necessary in order first to store the first barrier body A partially in the closed position a1 Coupling plate 42 a of the second barrier body B to allow the substrate B.

With a view to FIG. 26 allows this again a look at the bottom 2 of the second barrier body B, which already in the Figures 9 and 10 shown traverses 37 with their adjoining feet 28 shows. As can be seen, the trusses 37 extend transversely to the longitudinal direction of the second barrier body B. Said trusses 37 with the adjusting feet 28 arranged thereon are also not shown in detail in the manner described in FIG FIG. 27 apparent first barrier body A on the underside 2 available.

While the adjustable feet 28 enable a placing and lifting of the two barrier body A, B from the substrate 3, which are starting from the two bearing assemblies 8a of the Leitschwellenschranke 1 b away extending baffles 49 via the bolt 24a fixed to the substrate 3.

Both in the FIG. 26 as well as in FIG. 27 is out again FIG. 19 to recognize the resulting bottom plate 17 with the limiters 47c arranged thereon.

FIG. 28 shows a view of the bearing assemblies 8a of FIGS. 26 and 27 , Because of both the first barrier body A in FIG. 27 as well as on the second barrier body B in FIG. 26 arranged identical bearing assembly 8a provides the in FIG. 28 illustrated bearing assembly 8a whose respective structure again in partial transparent representation.

As already in FIG. 24 can be seen, the respective barrier body A, B is coupled to the rotary member 52 here. In this view it is clear that the rotary element 52 has a boom in the form of a lever arm 54, which extends from the horizontal axis of rotation 10 away. The lever arm 54 and the longitudinal direction of the respective barrier body A, B enclose an angle c3 between them, which is smaller than 90 °.

In the present case, the angle c3 is designed with an inclination of 45 °. At one of the horizontal axis of rotation 10 opposite end portion of the lever arm 54th this has a point 55 for a drive not shown here. The said drive is preferably a linear drive which is articulated on the lever arm 54 via the point of application 55, whereby the respective barrier body A, B likewise extends around the horizontal axis of rotation 10 by a limited rotation of the lever arm 54 about the horizontal axis of rotation 10 is pivoted. Said drive, not shown, is then preferably accessible via the maintenance flaps 51 a.

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

Reference numerals:

1 -

Leitschwellenschranke

1a -

Leitschwellenschranke

1b -

Guidance barrier, double-leaf

2 -

bottom

3 -

underground

4a -

Front side v. A

4b -

Front side v. B

5 -

gap

6a -

side cheek

6b -

side cheek

6c -

side cheek

7 -

top

8th -

bearing arrangement

8a -

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

18a -

claw

18b -

opening

18c -

Boom v. 18a

18d -

Hook section v. 18a

18e -

Opening in 18d

19 -

Leitholm

20 -

tension rod

21a -

Front side v. 19

21b -

Front side v. 19

22 -

Transition cover

23 -

cover

24 -

anchor

24a -

bolt

25a -

leg

25b -

leg

26 -

web

26a -

exhibition

26b -

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

42a -

coupling plate

42b -

Receiving opening in 42a

42c -

foot

42d -

web

43 -

recess

44 -

vertical web

45 -

slot

46 -

head Start

47 -

limiter

47a -

bulkhead

47b -

neckline

47c -

limiter

48 -

Vehicle restraint system

48a -

Vehicle restraint system

49 -

guide barrier

50 -

adapter unit

51 -

maintenance flap

51a -

maintenance flap

52 -

rotating member

53 -

Page sheet

54 -

lever arm

55 -

attackpoint

A -

first barrier body

a1 -

closed position

a2 -

open position

B -

second barrier body

c1 -

tilt angle

c2 -

tilt angle

c3 -

angle

Claims (10)

1. Traffic guide barrier for integration into a vehicle retaining system (48, 48a) on a traffic route, comprising a first guide body (A) having a first end face (4a), and a second guide body (B) having a second end face (4b) corresponding with the first end face (4a), wherein the guide bodies (A, B) have coupling means (38) which can be brought into engagement with one another, of which one of the coupling means (38) comprises a clip (39) arranged on the first end face (4a) and pin-like projections (46), and the other coupling means (38) has an insertion pocket (40) arranged on the second end face (4b) and having a bottom web (42), wherein the bottom web (42) has recesses (43) and, in a closed position (a1), the clip (39) can be brought into engagement with the insertion pocket (40) and the projections (46) can be brought into engagement with the recesses (43), at least in regions with one another, wherein, on at least the first guide body (A) or the second guide body (B), a terminal bearing arrangement (8, 8a) facing away from its first or second end face (4a, 4b) is provided, on which the guide body (A, B) is mounted about a horizontal rotation axle (10) and can be tilted vertically from the closed position (a1) into an open position (a2), wherein a gap (5) lying between the two end faces (4a, 4b) in the closed position (a1) is bridged at least in regions by at least one side cheek (6a, 6b) which is arranged on the first guide body (A) or on the second guide body (B), characterised in that the first guide body (A) has a claw (18a) and the second guide body (B) has an opening (18b) arranged in its upper side (7), wherein the claw (18a) of the first guide body (A) engages at least in regions in the opening (18b) of the second guide body (B) in the closed position (a1).
2. Traffic guide barrier according to Claim 1, characterised in that the second guide body (B) has a coupling plate (42a) arranged on its lower side (2) and protruding beyond its second end face (4b), which at least partially engages under the first guide body (A) in the closed position (a1), wherein the coupling plate (42a) comprises reception openings (42b) and the first guide body (A) has feet (42c) arranged on its lower side, which can be brought into engagement at least in regions with the reception openings (42b) in the closed position (a1).
3. Traffic guide barrier according to Claim 2, characterised in that the feet (42c) and/or the reception openings (42b) are polygonally configured.
4. Traffic guide barrier according to any one of Claims 1 to 3, characterised in that the insertion pocket (40) is formed by a frontal metal impact panel (41) which is separated from the second end face (4b) by means of two vertical webs (44), wherein the metal impact panel (41) is oriented perpendicularly relative to the upper side (7) of the second guide body (B).
5. Traffic guide barrier according to any one of Claims 2 to 4, characterised in that the bottom web (42) is an integral materially uniform component of the coupling plate (42a).
6. Traffic guide barrier according to any one of Claims 1 to 5, characterised in that a displaceable latching element (34) is arranged in or on the guide body (A), which element can be moved at least in sections through the end faces (4a, 4b) lying opposite one another in the closed position (a1), so that the guide bodies (A, B) can be fixed to one another by means of the latching element (34).
7. Traffic guide barrier according to any one of Claims 1 to 6, characterised in that the first end face (4a) and an upper side (7) of the first guide body (A), and the second end face (4b) and the lower side (2) of the second guide body (B), respectively make an inclination angle (c1, c2) of less than 90° between them.
8. Traffic guide barrier according to any one of Claims 1 to 7, characterised in that the bearing arrangement (8, 8a) has a bottom plate (17) with at least one limiter (47, 47c), the guide body (A) being laterally supportable by the limiter (47, 47c) in the closed position (a1).
9. Traffic guide barrier according to Claim 8, characterised in that the first guide body (A) and/or the second guide body (B) have/has a transverse metal panel (47a) which has at least one indentation (47b) corresponding with the limiter (47c), wherein the indentation (47b) engages around the limiter (47c) at least in regions in the closed position (a1).
10. Vehicle retaining system (48, 48a) for a traffic route, which has traffic guides (49) releasably placed on one another and a traffic guide barrier (1, 1a, 1b) according to any one of the preceding Claims 1 to 9.

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