EP3000937B1 - Barrier - Google Patents

Barrier Download PDF

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Publication number
EP3000937B1
EP3000937B1 EP14186366.2A EP14186366A EP3000937B1 EP 3000937 B1 EP3000937 B1 EP 3000937B1 EP 14186366 A EP14186366 A EP 14186366A EP 3000937 B1 EP3000937 B1 EP 3000937B1
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EP
European Patent Office
Prior art keywords
counterweight
barrier
lever portion
arm
lever
Prior art date
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Application number
EP14186366.2A
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German (de)
French (fr)
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EP3000937A1 (en
Inventor
Lars Kaufmann
Lorenz Kaufmann
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Kaufmann Ag Goldau
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Kaufmann Ag Goldau
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Priority to EP14186366.2A priority Critical patent/EP3000937B1/en
Priority to CH01152/15A priority patent/CH710172A2/en
Publication of EP3000937A1 publication Critical patent/EP3000937A1/en
Application granted granted Critical
Publication of EP3000937B1 publication Critical patent/EP3000937B1/en
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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
    • E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/04—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions movable to allow or prevent passage
    • E01F13/06—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions movable to allow or prevent passage by swinging into open position about a vertical or horizontal axis parallel to the road direction, i.e. swinging gates
    • 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 present invention relates to a barrier with a counterweight according to the preamble of claim 1.
  • barriers to traffic routes are known from the prior art.
  • the barriers are also referred to as a barrier or barrier tree.
  • barriers are known at railroad crossings, which essentially serve a shut-off function, but not an impact protection in the sense of a guardrail.
  • barriers in the area of highways have become known, which provide a barrier between two directional lanes. Such barriers can provide impact protection so that a colliding vehicle does not enter the oncoming lane. Such barriers are usually solid and the barrier arm or the barrier arm has a corresponding weight due to its retention function. Typically, a barrier arm is actuated with an electric or hydraulic drive. Especially in an emergency, however, these barriers have the disadvantage that the barrier arm can not be opened in the event of failure of the drive or a power failure.
  • a restraint barrier for placement on a roadway having a road surface comprises a barrier arm extending along a longitudinal axis having a first lever portion in the form of a shut-off arm, a second lever portion, and a bearing located between the two lever portions; a stationary to the roadway arranged pivot bearing on which the barrier arm is pivotally mounted with the bearing about a pivot axis, wherein the pivot axis is substantially parallel to the roadway, and acting on the second lever portion counterweight.
  • the barrier arm is pivotable about the closed position in which the first lever portion is oriented substantially parallel to the road surface, in the open position in which the first lever portion is angled inclined, in particular at right angles, to the road surface, about the pivot bearing.
  • the counterweight is formed separately from the barrier arm and comprises a lever arm which acts on the second lever portion with an operative portion and a weight body connected to the lever arm.
  • the weight body brings ballast or weight.
  • the operative portion communicates with the second lever portion via a bearing in connection, wherein in a pivoting of the barrier arm, the angle between the lever arm of the counterweight and the barrier arm or second lever portion is changed.
  • the relative position of the contact point between the second lever portion and the active portion of the counterweight is adjustable. As a result, fine adjustment with respect to the force and the lever ratio can be made, which results in the advantage of a good Austarierens the barrier arm.
  • the length of the second lever portion of the barrier arm can be shortened massively, because this no longer acts as an essential counterweight, but because the necessary weight for easy or tared pivoting of the barrier arm by the counterweight, which on the camp with is provided in connection with the second lever portion.
  • the restraining barre can be made very compact on the condition that the restraining barge must be manually operated.
  • the recess in the area of the second lever section in the region of the roadway can be made less deep or even completely omitted.
  • the entire mechanism Due to the compactness, it is also possible to arrange the entire mechanism within a narrow profile, so that the entire system does not expand further transversely to the longitudinal axis.
  • the mechanism can be arranged within the guide walls of a retaining wall or guardrail.
  • the barrier arm can be made more solid in the area of the first lever arm, so that the barrier arrangement as such has a greater retention level, for example in the area of restraint stage H1 to H3.
  • Said first lever arm and said second lever arm are preferably arranged collinear with each other and also extend along the longitudinal axis.
  • the lever arm of the counterweight when the first lever section is in the closed position, extends in the direction of a longitudinal axis extending through the first lever section substantially along the said longitudinal axis.
  • the lever arm of the counterweight is substantially collinear with the first lever section. From the closed position to the open position, the angle between the longitudinal axis of the first lever portion and the lever arm of the counterweight changes. In the open position, the angle is approximately at 85 ° to 95 °.
  • the cross section of the counterweight, in particular the lever arm and the weight body, viewed transversely to said longitudinal axis is preferably not greater than the maximum cross section of the first lever arm.
  • the lever arm is preferably a profile extending along an axis, in which Region of the active portion which said weight bodies are arranged.
  • the weight bodies are preferably fixedly connected to the said lever arm, for example via a screw connection or a welded connection. Particularly preferably, the weight bodies are arranged between the lever arm and the road surface.
  • the said weight bodies preferably extend along the lever arm and preferably have a length which is shorter than half the length of the lever arm. But the weight bodies can also be an integral part of the lever arm.
  • the length of the second lever portion is at least five times smaller than the length of the first lever portion.
  • the second lever portion preferably has a maximum length of 110 cm.
  • the length of the second lever section is between 70 cm and 110 cm.
  • the depth of the recess is lower due to the advantageous design of the counterweight, as in the case the art known barriers.
  • the bearing between the second lever portion and the lever arm of the counterweight may be formed variously.
  • the lever arm is mounted such that it is pivotally connected to the active portion with the second lever portion and that the lever arm of the counterweight during the movement from the closed position to the open position performs a combined movement of pivoting and translation.
  • the active section is translationally connected to the second lever section and, during the transition from the closed position to the open position, essentially results in a pivoting movement.
  • the counterweight and the second lever portion via a rotary bearing with each other, wherein the pivot axis of the pivot bearing parallel to the pivot axis of the pivot bearing, on which the Barrier arm is stored, runs.
  • the said bearing is therefore a rotary bearing, in particular a sliding bearing or a rolling bearing.
  • the rotary bearing is preferably fixedly attached to the second lever portion and lies in particular at the free end of the second lever arm.
  • the pivot bearing in operation does not shift relative to the second lever arm, but is adjustable for balancing.
  • the pivot bearing can also be firmly formed on the second lever portion, for example as an integral element or via a welded connection.
  • the retention barrier further has a guide over which the counterweight is guided in its movement.
  • the guide can be part of a barrier arrangement or be embedded in a foundation in the roadway separately.
  • the guide comprises a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other.
  • the longitudinal guide is part of the lever arm of the counterweight.
  • the guide roller is arranged stationary to the roadway plane and the longitudinal guide is part of the counterweight and displaceable relative to the stationary placed guide roller. This means that the lever arm is essentially supported by the guide roller and is moved on the guide roller during the movement of the barrier arm to the fixed guide roller.
  • the guide comprises a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other, wherein the longitudinal guide is arranged stationary to the road surface and the guide roller part of the counterweight, in particular of the lever arm, and relative to the stationary placed longitudinal guide is displaceable.
  • the lever arm of the counterweight with its active section is preferably connected via a rotary bearing to the second lever section of the barrier arm.
  • the relative position of the contact point between the second lever portion and the active portion of the counterweight in the vertical is adjustable.
  • the rotary bearing is particularly preferably arranged on a threaded plate, which is designed to be adjustable relative to the second lever section.
  • the stationary pivot bearing is fixedly arranged on a first support element, which support element is connectable to a foundation of the road, such that the stationary pivot bearing is mounted at a fixed distance from the surface of the road surface.
  • the fixed parts of the guide ie in particular either the roller or the longitudinal guide, is fixedly arranged on a second support element, which second support element is connectable to a foundation of the roadway, such that guidance can be mounted at a fixed distance from the surface of the roadway plane.
  • the said support elements are designed, for example, as a support whose lower end is connected to the foundation and whose upper end serves to receive the pivot bearing.
  • the support may for example be a steel profile, in particular an H-profile.
  • the support may also be through the interior of a steel profile in the form of a baffle.
  • the pivot bearing is then mounted between two walls of the baffle in the interior thereof.
  • Such baffles preferably have the outer shape of jersey elements.
  • the retention barrier is designed as follows:
  • the retention barrier for arrangement on a roadway with a roadway surface has a barrier arm with a first lever section in the form of a shut-off arm, a second lever section and a bearing point lying between the two lever sections Fixed to the roadway arranged pivot bearing on which the barrier arm is pivotally mounted with the bearing about a pivot axis, wherein the pivot axis substantially parallel to the roadway, and acting on the second lever portion counterweight.
  • the barrier arm is pivoted about a closed position, in which the first lever portion is oriented substantially parallel to the road surface, in an open position in which the first lever portion is angled inclined, in particular at right angles, to the road surface, about the pivot bearing.
  • the counterweight is formed separately from the barrier arm, and upon pivoting of the barrier arm, the counterweight is movable relative to the second lever section.
  • the counterweight and the second lever portion are connected via a rotary bearing with each other, wherein the pivot axis of the pivot bearing parallel to the pivot axis of the pivot bearing, on which the Barriernarm is mounted runs.
  • the counterweight is mounted with a guide comprising a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other.
  • the longitudinal guide is part of the lever arm of the counterweight.
  • the guide roller is arranged stationary to the roadway plane and the longitudinal guide is part of the counterweight and displaceable relative to the stationary placed guide roller. This means that the lever arm is essentially supported by the guide roller and is moved on the guide roller during the movement of the barrier arm to the fixed guide roller.
  • the counterweight is mounted on a stationary pivot bearing, wherein the pivot axis of the pivot bearing extends parallel to the pivot axis of the pivot bearing and that the second lever portion includes a guide and the counterweight comprises a guide element, via which the counterweight is mounted on this guide.
  • the pivot bearing of the second development is mounted on a support element according to the above description for the first development.
  • the mass of the counterweight with increasing distance to the second lever portion smaller.
  • the weight body is preferably arranged as close as possible to the pivot bearing.
  • all further developments of the restraint barrier further comprise a damping element which damps the movement of the counterweight.
  • the damping element is preferably a fluid cylinder, in particular a hydraulic or a pneumatic cylinder, with a throttle and is arranged on the counterweight and / or on a support element.
  • the piston rod is connected to the free end via a pivot bearing with a support element and the fluid cylinder is connected to the lever arm of the counterweight.
  • the first lever portion has in a preferred form in cross-section at right angles to the first lever portion, the shape of a hollow body, in particular the shape of a guard rail or a baffle, in particular with the outer shape of a jersey element on.
  • the counterweight and associated elements are arranged in a baffle.
  • the Absperrarm further comprises a remote from the pivot bearing locking element, which engages locking element on a fixedly arranged to the road surface bolt receptacle.
  • the locking element is designed such that it can be unlocked by hand, so that when the Absperrarm is in the closed position, this can be easily unlocked.
  • the locking element is designed such that upon movement from the open position to the closed position, the shut-off is automatically locked.
  • the locking element preferably comprises a latch, which can be operated by hand.
  • the locking element can also be designed automated, for example with an electric drive.
  • the locking element is in particular designed such that it has the same retention level as the barrier arrangement as such.
  • Preferred is a retention level from H1 to H3.
  • the locking element can also serve as a dilating element, with which thermal expansion in the direction of the longitudinal axis can be compensated.
  • the first lever section has a length of 5 to 10 meters, especially from 5 to 7 feet up.
  • the torque provided by the counterweight is greater about the pivot bearing than the torque provided by the first lever section.
  • a restraint barrier 1 for placement on a carriageway F having a road surface O is shown.
  • the restraint barrier 1 is preferably located between two restraint elements in the composite of a median strip transfer system or a perimeter of a carriageway, wherein when the restraint barrier 1 is open, a vehicle can pass the released transit area between the restraining elements.
  • a vehicle When closed prevents the Retention barrier 1 a passage, preferably such that the retention barrier 1 fulfills the same security level as the retaining elements. It is particularly preferred that the latter is retained by the restraint barrier 1 in the event of an impact by an accident vehicle.
  • the restraint barrier 1 thus serves to provide a pass-through area between the restraint elements, so that vehicles from blue light organizations, such as police, fire brigade or ambulance, can pass through the restraint elements.
  • the restraint barrier 1 can be easily operated by the appropriate organization for emergency operation by hand.
  • the restraint barrier works independently, ie without electric or hydraulic drive, so that, for example in the case of a power failure, the retention barrier can be pivoted from the closed position to the open position simply and without much effort.
  • the retention barrier 1 is located in FIG. 1 in the closed position. That is, the restraint barrier 1 provides a drive-through barrier for a vehicle. The drive-through area can not be passed.
  • the retention barrier 1 is shown here in conjunction with a retaining element 29.
  • the retaining element 29 is shown here as a guard rail element.
  • the retention barrier at the free end 30 engages another guard rail element not shown in the figures and is locked thereto in the closed position.
  • the locking is preferably tensile with respect to a tensile force in the direction of the longitudinal direction and can also absorb transverse forces. Retention levels in the range of H1 to H3 are preferred.
  • the restraint barrier is shown in a position between the closed position and the open position.
  • the passage area between two guard rail elements 29 is partially released.
  • the retention barrier 1 comprises a barrier arm 2 with a first lever section 3 in the form of a shut-off arm, a second lever section 4 and a bearing point 5 located between the two lever sections 3, 4.
  • the shut-off arm may have the form of a guardrail or a guide wall.
  • the barrier comprises a stationary to the road F arranged pivot bearing 6, on which the barrier arm 2 is pivotally mounted with the bearing 5 about a pivot axis S6.
  • the pivot axis S6 is substantially parallel to the surface O of the roadway F.
  • the barrier arm 2 is oriented from the closed position, in which the first lever portion 3 is oriented substantially parallel to the road surface O, in an open position in which the first lever portion 3 is inclined at an angle to the road surface O. is pivotable about the pivot bearing 6.
  • the first lever portion 3 a drive-through barrier for a passage in the region of the barrier arm, ie in the space R, contrary.
  • the barrier arm 2 In the open position, the barrier arm 2 is oriented towards the road surface O such that the barrier arm 2 does not provide a drive-through barrier for a passage; the passage is therefore possible. A vehicle can thus pass through the retention barrier 1 in the area of the barrier arm 2.
  • the retaining barrier 1 comprises a counterweight 7 for manual opening, which is formed separately from the barrier arm 2.
  • the counterweight 7 comprises a lever arm 17, which acts with an operative portion 11 on the second lever portion 4 of the barrier arm 2, and a weight body 12 fixedly connected to the lever arm 17.
  • the force of the counterweight acts on the second lever portion 4 via this active portion 11
  • the active section 11 of the lever arm 17 of the counterweight 7 is connected to the second lever section 4 via a bearing 8.
  • the second lever portion 4 can be formed comparatively short, so that the structural masses in the region of the second lever portion 4 with can be performed very little effort.
  • configurations are possible in which the lifting of a recess for the second lever arm and the counterweight in the road is eliminated or the recess must have only a small depth.
  • the weight body 12 is arranged below the lever arm 17 here.
  • it is metal plates, which are welded to the lever arm 17.
  • the weight body 12 is placed as close as possible to the pivot bearing 8.
  • the retaining barrier 1 comprises a guide 9, over which the counterweight 7 is guided in its movement.
  • the guide 9 thus supports the counterweight 7.
  • the guide comprises a guide roller 10 and a longitudinal guide 16. The guide roller and the longitudinal guide 16 are thereby displaceable relative to one another during a movement of the barrier arm 2 from the closed position into the open position or back.
  • the guide roller 10 is arranged stationary to the road surface F and the longitudinal guide 16 is part of the counterweight 7, namely part of the lever arm 17 of the counterweight. 7
  • the guide roller can preferably be displaced in the direction of the longitudinal axis, whereby the opening force can be adjusted to the second lever section.
  • FIGS. 3 to 5 the function of this leadership is well shown.
  • the closed position is shown.
  • the barrier arm 2 between the closed position and the open position where it is easy to see that on the pivot bearing 8, the angle between the barrier arm 2 and the lever portion 17 has already changed.
  • the counterweight 7 has thus moved in the direction of the pivot bearing 6 and thus the longitudinal guide 16 has been moved to the guide roller 10 accordingly. In other words, slides the longitudinal guide 16 of the lever arm 17 on the stationary guide roller 10 in the direction of the pivot bearing 6.
  • the open position is shown, from which it can be seen that the movement of the counterweight 7 has progressed further.
  • the counterweight 7 is also here in its open position.
  • connection between the counterweight 7 and the second lever portion 4 is formed as a bent lever or articulated joint.
  • a recess in the foundation 34 is indicated.
  • the recess in the foundation has the advantage that the counterweight can protrude below the road surface O in the open position with a special heavy barrier arm.
  • the longitudinal guide is arranged stationary to the road surface F and that then the guide roller is part of the counterweight and relative to the stationary placed longitudinal guide 16 is displaceable.
  • the longitudinal guide is here preferably a U-profile mounted on the roadway or support element, which is preferably parallel to the roadway plane. This embodiment is advantageous in counterweights which are relatively heavy and long.
  • the retaining barrier 1 further comprises a damping of the movement of the counterweight 7 damping element 15.
  • the damping element 15 is arranged here in the region of the lever arm 17 of the counterweight.
  • the damping element 15 is preferably a fluid cylinder 18, in particular a pneumatic cylinder or a hydraulic cylinder, with a movable piston rod in a piston chamber 20.
  • the piston chamber 19 further comprises a throttle. About the throttle, the fluid outlet or the fluid passage during displacement of the piston rod 20 can be controlled.
  • the fluid cylinder 18 is in contact with the piston rod 20 with a stationarily arranged stop element 21.
  • the stopper member 21 may be a stopper plate on which the piston rod 20 is incident, or the stopper member 21 may be a bearing eye with which the piston rod 20 is in communication.
  • the fluid cylinder 18 may be arranged in various ways. Preferably, however, it is arranged so that the piston rod is in the closed position in the interior of the piston chamber. The other configuration, in which the piston rod is in the closed position outside of the piston chamber is, as shown in the figures, also possible.
  • the cross-section of the throttle can preferably be adjusted so that the volume flow of the exiting fluid controls the damping.
  • the piston rod 20 is fixedly arranged on the stop element 21, so that not only the movement is damped from the closed position to the open position, but also the reverse movement.
  • the arrangement of a fluid cylinder has the advantage that this in a development of Embodiment can be actively controlled, whereby the movement of the barrier arm can also be done automatically.
  • a drive unit or a motor should be provided. In emergency operation, the restraint barrier can still be moved manually and independently of the drive unit due to the above-described training.
  • FIGS. 1 to 5 Various features of the particularly preferred retention barrier 1 will now be explained in more detail.
  • the stationary pivot bearing 6 is arranged on a first support element 13.
  • the support member 13 is connectable to a foundation of the road F, so that the stationary pivot bearing 6 is mounted at a fixed distance from the surface O of the road surface F.
  • the first support element 13 is, for example, a steel beam, which is preferably connected to a concrete foundation with a screw connection.
  • the first support member 13 may also be part of a metal profile, which is screwed onto the road surface. Such metal profiles preferably have the outer shape of a jersey element.
  • the stationary parts of the guide are arranged on a second support element 14.
  • the second support element 14 is also placed in a foundation of the road F connectable.
  • the second support element is fastened thereto via a screw connection.
  • the second support element 14 here also has the form of a perpendicular to the road surface oriented carrier, in particular a steel beam.
  • the said stop element 21 for the damping element is in this case connected to the second support element 14.
  • the stop element 21 can also be anchored as a separate carrier on a foundation in the roadway.
  • the first lever portion 3 in the form of the Absperrarms of the barrier arm 2 may be formed in various ways.
  • the lever portion 3 in cross-section to the longitudinal axis L have the shape of a guardrail or have the outer shape of a jersey element.
  • the outer shape in the form of a jersey element is a steel profile, which is angled sidewalls 22, which extend at an angle inclined from the road surface O and then meet at a defined distance and communicate with a top wall 23 with each other.
  • Such an external shape is suggested.
  • the barrier arm 2 comprises at the free end of the first lever portion 3 opposite the pivot bearing 6, a locking element, which is not shown in the figures. With the locking element, the barrier arm 2 can be connected to a bolt receptacle that is stationary relative to the roadway.
  • the bolt receptacle can be integrated into a retaining element or guardrail element.
  • the first lever section 3 of the barrier arm 2 preferably has a length of 5 to 10 meters, in particular of 5 to 7 meters. This means that the passage width through the barrier is also approximately equal to this measure.
  • the second lever portion 4 is solidly shorter. The length of the second lever portion preferably corresponds to a length which corresponds to the distance of the pivot bearing 6 to the road surface O. Typically, the length of the second lever arm 4 is less than 1.10 meters.
  • the mass distribution of the first lever portion 3 is such that it is greater at each position on the side of the pivot bearing 6, which is opposite to the counterweight 7 than on the counterweight side facing. This ensures that the barrier arm 2 can also be easily moved from the open position into the closed position.
  • the pivot bearing 8 which connects the second lever portion 4 with the lever arm 17 of the counterweight 7, shown.
  • the pivot bearing 8 is arranged here on a pivot bearing receptacle 24.
  • the pivot bearing receptacle 24 is fixedly arranged on the end face 25 of the second lever section 4. For example, welded or even part of the second lever portion 4.
  • the pivot bearing receptacle 24 includes two relatively displaceable bearing plates 26, which are connected by screws 27 with each other. The one bearing plate is fixed to the lever portion 4 in connection and the other bearing plate is displaceable relative to a bearing plate. Between the two bearing plates 26 Schiftmaschine 32 are arranged, via which the distance A of the two bearing plates 62 can be adjusted.
  • the correct distance A can be adjusted by lining up several schift elements 32 and connect the two bearing plates and Schiftiata 32 are clamped to each other via the screws 26.
  • the displaceability of the two bearing plates 26 is such that the position of the pivot bearing 8 can be adjusted transversely to the longitudinal axis L of the second lever portion 4.
  • a fine adjustment or a taring of the lever ratio between the barrier arm 2 and counterweight 7 can be made so that the lever ratios hold approximately the balance.
  • this means that the relative position of the contact point between the second lever portion 4 and the counterweight 7 with respect to the longitudinal axis L is adjustable.
  • the pivot bearing 8 here comprises a pivot pin 28.
  • the pivot pin 28 is guided through a tab 31 integrally formed on the counterweight and through a bearing block 33.
  • the bearing block 33 is part of one of the two bearing plates 26.

Description

TECHNISCHES GEBIETTECHNICAL AREA

Die vorliegende Erfindung betrifft eine Barriere mit einem Gegengewicht nach dem Oberbegriff von Anspruch 1.The present invention relates to a barrier with a counterweight according to the preamble of claim 1.

STAND DER TECHNIKSTATE OF THE ART

Aus dem Stand der Technik sind Barrieren für Verkehrswege bekannt. Die Barrieren werden auch als Schranke oder Schlagbaum bezeichnet.Barriers to traffic routes are known from the prior art. The barriers are also referred to as a barrier or barrier tree.

Beispielsweise sind Barrieren bei Eisenbahnübergängen bekannt, welche im Wesentlichen eine Absperrfunktion, nicht aber einen Aufprallschutz im Sinne einer Leitplanke dienen.For example, barriers are known at railroad crossings, which essentially serve a shut-off function, but not an impact protection in the sense of a guardrail.

Weiter sind Barrieren im Bereich von Autobahnen bekannt geworden, welche zwischen zwei richtungsgetrennten Fahrspuren eine Absperrung bereitstellen. Derartige Barrieren können einen Aufprallschutz bieten, so dass ein kollidierendes Fahrzeug nicht auf die Gegenfahrbahn gelangt. Solche Barrieren sind meist massiv ausgebildet und der Barrierenarm bzw. der Schrankenarm weist aufgrund seiner Rückhaltefunktion ein entsprechendes Gewicht auf. Typischerweise wird ein Barrierenarm mit einem elektrischen oder hydraulischen Antrieb betätigt. Gerade im Notfall weisen diese Barrieren aber den Nachteil auf, dass der Barrierenarm im Falle eines Ausfalls des Antriebes oder eines Stromausfalls nicht geöffnet werden kann.Furthermore, barriers in the area of highways have become known, which provide a barrier between two directional lanes. Such barriers can provide impact protection so that a colliding vehicle does not enter the oncoming lane. Such barriers are usually solid and the barrier arm or the barrier arm has a corresponding weight due to its retention function. Typically, a barrier arm is actuated with an electric or hydraulic drive. Especially in an emergency, however, these barriers have the disadvantage that the barrier arm can not be opened in the event of failure of the drive or a power failure.

Die Anordnung eines festen Gegengewichtes wäre technisch zwar möglich, fällt aber meist ausser betracht, weil der Hebelarm gegenüber des Barrierenarms meist sehr lang ausgebildet werden muss, was dazu führen würde, dass im Bereich der Fahrbahn eine grössere Öffnung gegraben werden müsste. Aus der DE 1 784 438 ist eine Leitplankenschranke bekannt geworden, welche ein Gegengewicht aufweist. Nachteilig an der technischen Lehre der DE 1 784 438 ist, dass eine Einstellbarkeit der Öffnungskräfte nicht möglich ist.The arrangement of a fixed counterweight would be technically possible, but usually falls out of consideration because the lever arm relative to the barrier arm usually has to be made very long, which would lead to a larger opening would have to be dug in the area of the roadway. From the DE 1 784 438 is a guardrail barrier has become known, which has a counterweight. A disadvantage of the technical teaching of DE 1 784 438 is that an adjustability of the opening forces is not possible.

DARSTELLUNG DER ERFINDUNGPRESENTATION OF THE INVENTION

Ausgehend von diesem Stand der Technik ist es eine Aufgabe der vorliegenden Erfindung, eine Rückhaltebarriere anzugeben, welche die Nachteile des Standes der Technik überwindet. Insbesondere ist es eine Aufgabe der vorliegenden Erfindung eine Barriere anzugeben, welche ohne den Einsatz von elektrischen oder hydraulischen Antrieben, also autark, betrieben werden kann. Weiter ist es eine besonders bevorzugte Aufgabe der vorliegenden Erfindung eine Barriere anzugeben, welche sich einfach Austarieren lässt, so dass ein einfacher autarker Einsatz ermöglicht wird.Starting from this prior art, it is an object of the present invention to provide a restraint barrier which overcomes the disadvantages of the prior art. In particular, it is an object of the present invention to provide a barrier which can be operated without the use of electric or hydraulic drives, ie self-sufficient. Further, it is a particularly preferred object of the present invention to provide a barrier which can be easily balanced, so that a simple self-sufficient use is possible.

Diese Aufgabe löst der Gegenstand von Anspruch 1. Demgemäss umfasst eine Rückhaltebarriere zur Anordnung auf einer Fahrbahn mit einer Fahrbahnoberfläche einen sich entlang einer Längsachse erstreckenden Barrierenarm mit einem ersten Hebelabschnitt in der Form eines Absperrarms, einem zweiten Hebelabschnitt sowie einer zwischen den beiden Hebelabschnitten liegenden Lagerstelle, ein ortsfest zur Fahrbahn angeordnetes Schwenklager, an welchem der Barrierenarm mit der Lagerstelle um eine Schwenkachse schwenkbar gelagert ist, wobei die Schwenkachse im Wesentlichen parallel zur Fahrbahn liegt, und ein auf den zweiten Hebelabschnitt wirkendes Gegengewicht. Der Barrierenarm ist von der Geschlossenlage, in welcher der erste Hebelabschnitt im Wesentlichen parallel zur Fahrbahnoberfläche orientiert ist, in die Offenlage, in welcher der erste Hebelabschnitt winklig geneigt, insbesondere rechtwinklig, zur Fahrbahnoberfläche orientiert ist, um das Schwenklager schwenkbar. Das Gegengewicht ist separat zum Barrierenarm ausgebildet und umfasst einen Hebelarm, welcher mit einem Wirkabschnitt auf den zweiten Hebelabschnitt wirkt, sowie ein mit dem Hebelarm in Verbindung stehenden Gewichtskörper. Der Gewichtskörper bringt Ballast bzw. Gewicht auf. Der Wirkabschnitt steht mit dem zweiten Hebelabschnitt über ein Lager in Verbindung, wobei bei einer Verschwenkung des Barrierenarms der Winkel zwischen dem Hebelarm des Gegengewichts und dem Barrierenarm bzw. zweiten Hebelabschnitt sich verändert.This object is achieved by the subject matter of claim 1. Accordingly, a restraint barrier for placement on a roadway having a road surface comprises a barrier arm extending along a longitudinal axis having a first lever portion in the form of a shut-off arm, a second lever portion, and a bearing located between the two lever portions; a stationary to the roadway arranged pivot bearing on which the barrier arm is pivotally mounted with the bearing about a pivot axis, wherein the pivot axis is substantially parallel to the roadway, and acting on the second lever portion counterweight. The barrier arm is pivotable about the closed position in which the first lever portion is oriented substantially parallel to the road surface, in the open position in which the first lever portion is angled inclined, in particular at right angles, to the road surface, about the pivot bearing. The counterweight is formed separately from the barrier arm and comprises a lever arm which acts on the second lever portion with an operative portion and a weight body connected to the lever arm. The weight body brings ballast or weight. The operative portion communicates with the second lever portion via a bearing in connection, wherein in a pivoting of the barrier arm, the angle between the lever arm of the counterweight and the barrier arm or second lever portion is changed.

Die relative Lage der Kontaktstelle zwischen dem zweiten Hebelabschnitt und dem Wirkabschnitt des Gegengewicht ist einstellbar. Hierdurch können Feineinstellung bezüglich der Krafteinwirkung und des Hebelverhältnisses vorgenommen werden, was den Vorteil eines guten Austarierens des Barrierenarms ergibt.The relative position of the contact point between the second lever portion and the active portion of the counterweight is adjustable. As a result, fine adjustment with respect to the force and the lever ratio can be made, which results in the advantage of a good Austarierens the barrier arm.

Durch diese Anordnung kann die Länge des zweiten Hebelabschnittes des Barrierenarms massiv verkürzt werden, weil dieser nicht mehr als wesentliches Gegengewicht wirkt, sondern weil die notwendige Gewichtskraft für ein leichtes bzw. austariertes Verschwenken des Barrierenarms durch das Gegengewicht, welches über das Lager mit dem zweiten Hebelabschnitt in Verbindung steht bereitgestellt wird. Durch diese Verkürzung kann die Rückhaltebarierre unter der Massgabe, dass die Rückhaltebarierre von Hand zu bedienen sein muss, sehr kompakt ausgebildet werden. Je nach Gewicht des ersten Hebelabschnittes kann dabei die Aussparung im Bereich des zweiten Hebelabschnittes im Bereiche der Fahrbahn weniger tief ausgebildet werden oder sogar ganz entfallen.By this arrangement, the length of the second lever portion of the barrier arm can be shortened massively, because this no longer acts as an essential counterweight, but because the necessary weight for easy or tared pivoting of the barrier arm by the counterweight, which on the camp with is provided in connection with the second lever portion. By means of this shortening, the restraining barre can be made very compact on the condition that the restraining barge must be manually operated. Depending on the weight of the first lever section, the recess in the area of the second lever section in the region of the roadway can be made less deep or even completely omitted.

Aufgrund der Kompaktheit ist es zudem möglich die gesamte Mechanik innerhalb eines engen Profils anzuordnen, so dass die Gesamtanlage sich quer zur Längsachse nicht weiter ausdehnt. Insbesondere kann die Mechanik innerhalb von Leitwänden einer Rückhaltewand oder einer Leitplanke angeordnet werden.Due to the compactness, it is also possible to arrange the entire mechanism within a narrow profile, so that the entire system does not expand further transversely to the longitudinal axis. In particular, the mechanism can be arranged within the guide walls of a retaining wall or guardrail.

Darüber hinaus kann aufgrund der Ausbildung des Gegengewichtes der Barrierenarm im Bereich des ersten Hebelarms massiver ausgebildet werden, so dass die Barrierenanordnung als solche eine grössere Rückhaltestufe, beispielsweise im Bereich von Rückhaltestufe H1 bis H3, aufweist.Moreover, owing to the design of the counterweight, the barrier arm can be made more solid in the area of the first lever arm, so that the barrier arrangement as such has a greater retention level, for example in the area of restraint stage H1 to H3.

Der besagte erste Hebelarm und der besagte zweite Hebelarm sind vorzugsweise kollinear zueinander angeordnet und erstrecken sich ebenfalls entlang der Längsachse.Said first lever arm and said second lever arm are preferably arranged collinear with each other and also extend along the longitudinal axis.

Besonders bevorzugt erstreckt sich der Hebelarm des Gegengewichts, wenn der erste Hebelabschnitt sich in der Geschlossenlage befindet, in Richtung einer sich durch den ersten Hebelabschnitt hindurcherstreckenden Längsachse im Wesentlichen entlang der besagten Längsachse erstreckt. Der Hebelarm des Gegengewichtes liegt im Wesentlichen kollinear zum ersten Hebelabschnitt. Vom Weg von der Geschlossenlage in die Offenlage verändert sich der Winkel zwischen der Längsachse des ersten Hebelabschnittes und des Hebelarms des Gegengewichtes. In der Offenlage ist der Winkel in etwa bei 85° bis 95°.Particularly preferably, when the first lever section is in the closed position, the lever arm of the counterweight extends in the direction of a longitudinal axis extending through the first lever section substantially along the said longitudinal axis. The lever arm of the counterweight is substantially collinear with the first lever section. From the closed position to the open position, the angle between the longitudinal axis of the first lever portion and the lever arm of the counterweight changes. In the open position, the angle is approximately at 85 ° to 95 °.

Der Querschnitt des Gegengewichtes, insbesondere des Hebelarms und des Gewichtskörpers, quer zur besagten Längsachse gesehen ist vorzugsweise nicht grösser als der maximale Querschnitt des ersten Hebelarms.The cross section of the counterweight, in particular the lever arm and the weight body, viewed transversely to said longitudinal axis is preferably not greater than the maximum cross section of the first lever arm.

Der Hebelarm ist vorzugsweise ein sich entlang einer Achse erstreckendes Profil, wobei im Bereich des Wirkabschnittes die besagten Gewichtskörper angeordnet sind. Die Gewichtskörper sind vorzugsweise fest mit dem besagten Hebelarm verbunden, beispielsweise über eine Schraubverbindung oder eine Schweissverbindung. Besonders bevorzugt sind die Gewichtskörper zwischen dem Hebelarm und der Fahrbahnoberfläche angeordnet. Die besagten Gewichtskörper erstrecken sich vorzugsweise entlang des Hebelarms und weisen vorzugsweise eine Länge auf, welche kürzer ist, als die halbe Länge des Hebelarms. Die Gewichtskörper können aber auch integraler Bestandteil des Hebelarm sein.The lever arm is preferably a profile extending along an axis, in which Region of the active portion which said weight bodies are arranged. The weight bodies are preferably fixedly connected to the said lever arm, for example via a screw connection or a welded connection. Particularly preferably, the weight bodies are arranged between the lever arm and the road surface. The said weight bodies preferably extend along the lever arm and preferably have a length which is shorter than half the length of the lever arm. But the weight bodies can also be an integral part of the lever arm.

Vorzugsweise ist die Länge des zweiten Hebelabschnittes mindestens fünfmal kleiner als die Länge des ersten Hebelabschnitts. Der zweite Hebelabschnitt weist vorzugsweise eine maximale Länge von 110 cm auf. Besonders bevorzugt liegt die Länge des zweiten Hebelabschnittes zwischen 70 cm und 110 cm. Je nach Ausbildung des Gegengewichts und des ersten Hebelabschnittes kann auch eine Ausnehmung, welche sich in die Fahrbahnoberfläche hinein erstreckt, verzichtet werden oder es muss eine Ausnehmung vorhanden, wobei die Tiefe der Ausnehmung aufgrund der vorteilhaften Ausbildung des Gegengewichtes geringer ist, als bei aus dem Stand der Technik bekannten Barrieren.Preferably, the length of the second lever portion is at least five times smaller than the length of the first lever portion. The second lever portion preferably has a maximum length of 110 cm. Particularly preferably, the length of the second lever section is between 70 cm and 110 cm. Depending on the design of the counterweight and the first lever portion and a recess which extends into the road surface, be omitted or there must be a recess, the depth of the recess is lower due to the advantageous design of the counterweight, as in the case the art known barriers.

Das Lager zwischen dem zweiten Hebelabschnitt und dem Hebelarm des Gegengewichtes kann verschiedenartig ausgebildet sein.The bearing between the second lever portion and the lever arm of the counterweight may be formed variously.

In einer ersten Weiterbildung ist der Hebelarm derart gelagert, dass dieser mit dem Wirkabschnitt schwenkbar mit dem zweiten Hebelabschnitt in Verbindung steht und dass der Hebelarm des Gegengewichtes während der Bewegung von der Geschlossenlage in die Offenlage eine kombinierte Bewegung aus Verschwenkung und Translation ausführt. In einer zweiten Weiterbildung ist der Wirkabschnitt translatorisch mit dem zweiten Hebelabschnitt in Verbindung und führt während der von der Geschlossenlage in die Offenlage im Wesentlichen eine Verschwenkbewegung aus. Bevorzugte Varianten der beiden Weiterbildungen werden in der Folge erläutert.In a first development, the lever arm is mounted such that it is pivotally connected to the active portion with the second lever portion and that the lever arm of the counterweight during the movement from the closed position to the open position performs a combined movement of pivoting and translation. In a second development, the active section is translationally connected to the second lever section and, during the transition from the closed position to the open position, essentially results in a pivoting movement. Preferred variants of the two developments are explained below.

In der ersten Weiterbildung der Erfindung stehen das Gegengewicht und der zweite Hebelabschnitt über ein Drehlager miteinander in Verbindung, wobei die Schwenkachse des Drehlagers parallel zur Schwenkachse des Schwenklagers, an welchem der Barriernarm gelagert ist, verläuft. Das besagte Lager ist also ein Drehlager, insbesondere ein Gleitlager oder ein Wälzlager.In the first embodiment of the invention, the counterweight and the second lever portion via a rotary bearing with each other, wherein the pivot axis of the pivot bearing parallel to the pivot axis of the pivot bearing, on which the Barrier arm is stored, runs. The said bearing is therefore a rotary bearing, in particular a sliding bearing or a rolling bearing.

Das Drehlager ist vorzugsweise fest am zweiten Hebelabschnitt befestigt und liegt insbesondere am freien Ende des zweiten Hebelarms. Unter fest befestigt wird verstanden, dass sich das Drehlager im Betrieb nicht relativ zum zweiten Hebelarm verschiebt, aber für das Austarieren einstellbar ist. Das Drehlager kann aber auch am zweiten Hebelabschnitt fest angeformt sein, beispielsweise als integrales Element oder über eine Schweissverbindung.The rotary bearing is preferably fixedly attached to the second lever portion and lies in particular at the free end of the second lever arm. Under fixed firmly understood that the pivot bearing in operation does not shift relative to the second lever arm, but is adjustable for balancing. However, the pivot bearing can also be firmly formed on the second lever portion, for example as an integral element or via a welded connection.

Vorzugsweise verfügt die Rückhaltebarriere weiter über eine Führung, über welche das Gegengewicht in seiner Bewegung geführt ist. Die Führung kann dabei Teil einer Barrierenanordnung sein oder separat in einem Fundament in der Fahrbahn eingelassen sein.Preferably, the retention barrier further has a guide over which the counterweight is guided in its movement. The guide can be part of a barrier arrangement or be embedded in a foundation in the roadway separately.

In einer ersten Ausführung umfasst die Führung eine Führungsrolle und eine Längsführung, wobei die Führungsrolle und die Längsführung relativ zueinander verschiebbar sind. Die Längsführung ist Teil des Hebelarms des Gegengewichtes. Die Führungsrolle ist ortsfest zur Fahrbahnebene angeordnet ist und die Längsführung Teil des Gegengewichtes ist und relativ zur ortsfest platzierten Führungsrolle verschiebbar. Das heisst, dass der Hebelarm im Wesentlichen durch die Führungsrolle gelagert ist und auf der Führungsrolle bei der Bewegung des Barrierenarms zur feststehenden Führungsrolle bewegt wird.In a first embodiment, the guide comprises a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other. The longitudinal guide is part of the lever arm of the counterweight. The guide roller is arranged stationary to the roadway plane and the longitudinal guide is part of the counterweight and displaceable relative to the stationary placed guide roller. This means that the lever arm is essentially supported by the guide roller and is moved on the guide roller during the movement of the barrier arm to the fixed guide roller.

In einer zweiten Ausführung umfasst die Führung eine Führungsrolle und eine Längsführung, wobei die Führungsrolle und die Längsführung relativ zueinander verschiebbar sind, wobei die Längsführung ortsfest zur Fahrbahnebene angeordnet ist und die Führungsrolle Teil des Gegengewichtes, insbesondere des Hebelarms, ist und relativ zur ortsfest platzierten Längsführung verschiebbar ist.In a second embodiment, the guide comprises a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other, wherein the longitudinal guide is arranged stationary to the road surface and the guide roller part of the counterweight, in particular of the lever arm, and relative to the stationary placed longitudinal guide is displaceable.

Bei beiden Ausführungen der besagten Führungen steht der Hebelarm des Gegengewichtes mit seinem Wirkabschnitt vorzugsweise über ein Drehlager mit dem zweiten Hebelabschnitt des Barrierenarms in Verbindung.In both embodiments of the said guides, the lever arm of the counterweight with its active section is preferably connected via a rotary bearing to the second lever section of the barrier arm.

In einer besonders bevorzugten Ausführungsform ist die relative Lage der Kontaktstelle zwischen dem zweiten Hebelabschnitt und dem Wirkabschnitt des Gegengewicht in der Vertikalen einstellbar. Hierdurch können Feineinstellung bezüglich der Krafteinwirkung und des Hebelverhältnisses vorgenommen werden. Besonders bevorzugt wird hierfür das Drehlager auf einer Gewindeplatte angeordnet, welche zum zweiten Hebelabschnitt einstellbar ausgebildet ist.In a particularly preferred embodiment, the relative position of the contact point between the second lever portion and the active portion of the counterweight in the vertical is adjustable. As a result, fine adjustment with respect to the force and the lever ratio can be made. For this purpose, the rotary bearing is particularly preferably arranged on a threaded plate, which is designed to be adjustable relative to the second lever section.

Vorzugsweise ist das ortsfeste Schwenklager an einem ersten Supportelement fest angeordnet, welches Supportelement mit einem Fundament der Fahrbahn verbindbar ist, derart, dass das ortsfeste Schwenklager in einem festen Abstand zur Oberfläche der Fahrbahnebene montierbar ist.Preferably, the stationary pivot bearing is fixedly arranged on a first support element, which support element is connectable to a foundation of the road, such that the stationary pivot bearing is mounted at a fixed distance from the surface of the road surface.

Die ortsfesten Teile der Führung, also insbesondere entweder die Rolle oder die Längsführung, ist an einem zweiten Supportelement fest angeordnet, welches zweite Supportelement mit einem Fundament der Fahrbahn verbindbar ist, derart, dass Führung in einem festen Abstand zur Oberfläche der Fahrbahnebene montierbar ist.The fixed parts of the guide, ie in particular either the roller or the longitudinal guide, is fixedly arranged on a second support element, which second support element is connectable to a foundation of the roadway, such that guidance can be mounted at a fixed distance from the surface of the roadway plane.

Die besagten Supportelemente sind beispielsweise als Stütze ausgebildet, deren unteres Ende mit dem Fundament in Verbindung steht und deren oberes Ende der Aufnahme des Schwenklagers dient. Die Stütze kann beispielsweise ein Stahlprofil, insbesondere ein H-Profil sein. Alternativerweise kann die Stütze auch durch den Innenraum eines Stahlprofils in der Form einer Leitwand sein. Das Schwenklager wird dann zwischen zwei Wände der Leitwand im Innenraum derselben montiert. Solche Leitwände haben vorzugsweise die Aussenform von Jerseyelementen.The said support elements are designed, for example, as a support whose lower end is connected to the foundation and whose upper end serves to receive the pivot bearing. The support may for example be a steel profile, in particular an H-profile. Alternatively, the support may also be through the interior of a steel profile in the form of a baffle. The pivot bearing is then mounted between two walls of the baffle in the interior thereof. Such baffles preferably have the outer shape of jersey elements.

In einer besonders bevorzugten Ausführung der ersten Weiterbildung ist die Rückhaltebarriere wie folgt ausgebildet: Die Rückhaltebarriere zur Anordnung auf einer Fahrbahn mit einer Fahrbahnoberfläche einen Barrierenarm mit einem ersten Hebelabschnitt in der Form eines Absperrarms, einem zweiten Hebelabschnitt sowie einer zwischen den beiden Hebelabschnitten liegenden Lagerstelle, ein ortsfest zur Fahrbahn angeordnetes Schwenklager, an welchem der Barrierenarm mit der Lagerstelle um eine Schwenkachse schwenkbar gelagert ist, wobei die Schwenkachse im Wesentlichen parallel zur Fahrbahn liegt, und ein auf den zweiten Hebelabschnitt wirkendes Gegengewicht. Der Barrierenarm ist von einer Geschlossenlage, in welcher der erste Hebelabschnitt im Wesentlichen parallel zur Fahrbahnoberfläche orientiert ist, in eine Offenlage, in welcher der erste Hebelabschnitt winklig geneigt, insbesondere rechtwinklig, zur Fahrbahnoberfläche orientiert ist, um das Schwenklager schwenkbar. Das Gegengewicht ist separat zum Barrierenarm ausgebildet und bei einer Verschwenkung des Barrierenarms ist das Gegengewicht relativ zum zweiten Hebelabschnitt bewegbar. Das Gegengewicht und der zweite Hebelabschnitt stehen über ein Drehlager miteinander in Verbindung, wobei die Schwenkachse des Drehlagers parallel zur Schwenkachse des Schwenklagers, an welchem der Barriernarm gelagert ist, verläuft. Das Gegengewicht ist mit einer Führung gelagert, die eine Führungsrolle und eine Längsführung umfasst, wobei die Führungsrolle und die Längsführung relativ zueinander verschiebbar sind. Die Längsführung ist Teil des Hebelarms des Gegengewichtes. Die Führungsrolle ist ortsfest zur Fahrbahnebene angeordnet ist und die Längsführung Teil des Gegengewichtes ist und relativ zur ortsfest platzierten Führungsrolle verschiebbar. Das heisst, dass der Hebelarm im Wesentlichen durch die Führungsrolle gelagert ist und auf der Führungsrolle bei der Bewegung des Barrierenarms zur feststehenden Führungsrolle bewegt wird.In a particularly preferred embodiment of the first development, the retention barrier is designed as follows: The retention barrier for arrangement on a roadway with a roadway surface has a barrier arm with a first lever section in the form of a shut-off arm, a second lever section and a bearing point lying between the two lever sections Fixed to the roadway arranged pivot bearing on which the barrier arm is pivotally mounted with the bearing about a pivot axis, wherein the pivot axis substantially parallel to the roadway, and acting on the second lever portion counterweight. The barrier arm is pivoted about a closed position, in which the first lever portion is oriented substantially parallel to the road surface, in an open position in which the first lever portion is angled inclined, in particular at right angles, to the road surface, about the pivot bearing. The counterweight is formed separately from the barrier arm, and upon pivoting of the barrier arm, the counterweight is movable relative to the second lever section. The counterweight and the second lever portion are connected via a rotary bearing with each other, wherein the pivot axis of the pivot bearing parallel to the pivot axis of the pivot bearing, on which the Barriernarm is mounted runs. The counterweight is mounted with a guide comprising a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other. The longitudinal guide is part of the lever arm of the counterweight. The guide roller is arranged stationary to the roadway plane and the longitudinal guide is part of the counterweight and displaceable relative to the stationary placed guide roller. This means that the lever arm is essentially supported by the guide roller and is moved on the guide roller during the movement of the barrier arm to the fixed guide roller.

In der zweiten Weiterbildung der Erfindung ist das Gegengewicht an einem ortsfesten Drehlager gelagert, wobei die Schwenkachse des Drehlagers parallel zur Schwenkachse des Schwenklagers verläuft und dass der zweite Hebelabschnitt eine Führung und das Gegengewicht ein Führungselement umfasst, über welches das Gegengewicht an dieser Führung gelagert ist.In the second development of the invention, the counterweight is mounted on a stationary pivot bearing, wherein the pivot axis of the pivot bearing extends parallel to the pivot axis of the pivot bearing and that the second lever portion includes a guide and the counterweight comprises a guide element, via which the counterweight is mounted on this guide.

Das Drehlager der zweiten Weiterbildung ist an einem Supportelement gemäss der obigen Beschreibung zur ersten Weiterbildung gelagert.The pivot bearing of the second development is mounted on a support element according to the above description for the first development.

Besonders bevorzugt wird bei allen Weiterbildungen die Masse des Gegengewichtes mit zunehmendem Abstand zum zweiten Hebelabschnitt kleiner. Der Gewichtskörper ist vorzugsweise möglichst nahe am Drehlager angeordnet.Particularly preferred in all developments, the mass of the counterweight with increasing distance to the second lever portion smaller. The weight body is preferably arranged as close as possible to the pivot bearing.

Vorzugsweise umfassen alle Weiterbildungen der Rückhaltebarriere weiterhin ein die Bewegung des Gegengewichtes dämpfendes Dämpfungselement umfasst.Preferably, all further developments of the restraint barrier further comprise a damping element which damps the movement of the counterweight.

Das Dämpfungselement ist vorzugsweise ein Fluidzylinder, insbesondere ein Hydraulik- oder ein Pneumatikzylinder, mit einer Drossel und ist am Gegengewicht und/oder an einem Supportelement angeordnet. Besonders bevorzugt ist die Kolbenstange mit dem freien Ende über ein Drehlager mit einem Supportelement verbunden und der Fluidzylinder ist mit dem Hebelarm des Gegengewichtes verbunden.The damping element is preferably a fluid cylinder, in particular a hydraulic or a pneumatic cylinder, with a throttle and is arranged on the counterweight and / or on a support element. Particularly preferably, the piston rod is connected to the free end via a pivot bearing with a support element and the fluid cylinder is connected to the lever arm of the counterweight.

Der erste Hebelabschnitt weist in einer bevorzugten Form im Querschnitt rechtwinklig zum ersten Hebelabschnitt gesehen die Form eines Hohlkörpers, insbesondere die Form einer Leitplanke oder die einer Leitwand, insbesondere mit der Aussenform eines Jersey-Elementes, auf. Vorzugsweise sind das Gegengewicht und die damit assoziierten Elemente in einer Leitwand angeordnet.The first lever portion has in a preferred form in cross-section at right angles to the first lever portion, the shape of a hollow body, in particular the shape of a guard rail or a baffle, in particular with the outer shape of a jersey element on. Preferably, the counterweight and associated elements are arranged in a baffle.

Vorzugsweise umfasst der Absperrarm weiterhin ein entfernt vom Schwenklager angeordnetes Riegelelement, welches Riegelelement an einer ortsfest zur Fahrbahn angeordneten Riegelaufnahme einrastet. Das Riegelelement ist derart ausgebildet, dass dieses von Hand entriegelt werden kann, so dass wenn der Absperrarm in der Geschlossenlage ist, dieser einfach entriegelt werden kann. Weiter ist das Riegelelement derart ausgebildet, dass bei einer Bewegung von der Offenlage in die Geschlossenlage, das Absperrelement automatisch verriegelt wird.Preferably, the Absperrarm further comprises a remote from the pivot bearing locking element, which engages locking element on a fixedly arranged to the road surface bolt receptacle. The locking element is designed such that it can be unlocked by hand, so that when the Absperrarm is in the closed position, this can be easily unlocked. Next, the locking element is designed such that upon movement from the open position to the closed position, the shut-off is automatically locked.

Das Riegelelement umfasst vorzugsweise einen Riegel, welchen man von Hand betätigen kann. Das Riegelelement kann auch automatisiert ausgebildet sein, beispielsweise mit einem Elektroantrieb.The locking element preferably comprises a latch, which can be operated by hand. The locking element can also be designed automated, for example with an electric drive.

Das Riegelelement ist insbesondere derart ausgebildet, dass dieses die gleiche Rückhaltestufe aufweist, wie die Barrierenanordnung als solche. Bevorzugt ist eine Rückhaltestufe von H1 bis H3.The locking element is in particular designed such that it has the same retention level as the barrier arrangement as such. Preferred is a retention level from H1 to H3.

Das Riegelelement kann darüber hinaus auch als Dilatationselement dienen, mit welchem Wärmedehnungen in Richtung der Längsachse ausgeglichen werden können.The locking element can also serve as a dilating element, with which thermal expansion in the direction of the longitudinal axis can be compensated.

Besonders bevorzugt weist der erste Hebelabschnitt eine Länge vom 5 bis 10 Meter, insbesondere von 5 bis 7 Meter auf.Particularly preferably, the first lever section has a length of 5 to 10 meters, especially from 5 to 7 feet up.

Besonders bevorzugt ist das vom Gegengewicht bereitgestellte Drehmoment um das Schwenklager grösser ist als das vom ersten Hebelabschnitt bereitgestellt Drehmoment Weitere Ausführungsformen sind in den abhängigen Ansprüchen angegeben.Particularly preferably, the torque provided by the counterweight is greater about the pivot bearing than the torque provided by the first lever section. Further embodiments are specified in the dependent claims.

KURZE BESCHREIBUNG DER ZEICHNUNGENBRIEF DESCRIPTION OF THE DRAWINGS

Bevorzugte Ausfiihrungsformen der Erfindung werden im Folgenden anhand der Zeichnungen beschrieben, die lediglich zur Erläuterung dienen und nicht einschränkend auszulegen sind. In den Zeichnungen zeigen:

Fig. 1
eine perspektivische Ansicht einer Rückhaltebarriere gemäss einer Ausführungsform der vorliegenden Erfindung in der Geschlossenlage;
Fig. 2
die Rückhaltebarriere nach Figur 1 zwischen der Geschlossenlage und der Offenlage;
Fig. 3
eine Seitenansicht der Rückhaltebarriere nach Figur 1 in der Geschlossenlage;
Fig. 4
eine Seitenansicht der Rückhaltebarriere nach Figur 1 zwischen der Geschlossenlage und der Offenlage;
Fig. 5
eine Seitenansicht der Rückhaltebarriere nach Figur 1 in der Offenlage; und
Fig. 6
eine Detailansicht der Verbindung zwischen dem Barrierenarm und dem Gegengewicht.
Preferred embodiments of the invention will now be described with reference to the drawings, which are given by way of illustration only and are not intended to be limiting. In the drawings show:
Fig. 1
a perspective view of a retaining barrier according to an embodiment of the present invention in the closed position;
Fig. 2
the retention barrier FIG. 1 between the closed position and the open position;
Fig. 3
a side view of the retention barrier after FIG. 1 in the closed position;
Fig. 4
a side view of the retention barrier after FIG. 1 between the closed position and the open position;
Fig. 5
a side view of the retention barrier after FIG. 1 in the open position; and
Fig. 6
a detailed view of the connection between the barrier arm and the counterweight.

BESCHREIBUNG BEVORZUGTER AUSFÜHRUNGSFORMENDESCRIPTION OF PREFERRED EMBODIMENTS

In der Figur 1 wird eine Rückhaltebarriere 1 zur Anordnung auf einer Fahrbahn F mit einer Fahrbahnoberfläche O gezeigt. Die Rückhaltebarriere 1 befindet sich im Einsatz vorzugsweise zwischen zwei Rückhalteelemente im Verbund eines Mittelstreifenüberleitsystems oder einer Randbegrenzung einer Fahrbahn, wobei wenn die Rückhaltebarriere 1 offen ist, ein Fahrzeug den freigegebenen Durchfahrbereich zwischen den Rückhalteelementen passieren kann. Im geschlossenen Zustand verhindert die Rückhaltebarriere 1 eine Passage, vorzugsweise derart, dass die Rückhaltebarriere 1 die gleiche Sicherheitsstufe erfüllt wie die Rückhalteelemente. Besonders bevorzugt so, dass bei einem Aufprall durch ein Unfallfahrzeug letzteres durch die Rückhaltebarriere 1 zurückgehalten wird. Die Rückhaltebarriere 1 dient also dazu, einen Durchfahrbereich zwischen den Rückhalteelementen bereitzustellen, so dass Fahrzeuge von Blaulichtorganisationen, wie Polizei, Feuerwehr oder Ambulanz, die Rückhalteelemente passieren können. Die Rückhaltebarriere 1 kann für den Notfallbetrieb von Hand durch die entsprechende Organisation einfach bedient werden. Insbesondere funktioniert die Rückhaltebarriere autark, also ohne elektrischen oder hydraulischen Antrieb, so dass, beispielsweise im Falle eines Stromausfalls, die Rückhaltebarriere von der Geschlossenlage in die Offenlage einfach und ohne grossen Kraftaufwand verschwenkt werden kann.In the FIG. 1 For example, a restraint barrier 1 for placement on a carriageway F having a road surface O is shown. In use, the restraint barrier 1 is preferably located between two restraint elements in the composite of a median strip transfer system or a perimeter of a carriageway, wherein when the restraint barrier 1 is open, a vehicle can pass the released transit area between the restraining elements. When closed prevents the Retention barrier 1 a passage, preferably such that the retention barrier 1 fulfills the same security level as the retaining elements. It is particularly preferred that the latter is retained by the restraint barrier 1 in the event of an impact by an accident vehicle. The restraint barrier 1 thus serves to provide a pass-through area between the restraint elements, so that vehicles from blue light organizations, such as police, fire brigade or ambulance, can pass through the restraint elements. The restraint barrier 1 can be easily operated by the appropriate organization for emergency operation by hand. In particular, the restraint barrier works independently, ie without electric or hydraulic drive, so that, for example in the case of a power failure, the retention barrier can be pivoted from the closed position to the open position simply and without much effort.

Die Rückhaltebarriere 1 befindet sich in der Figur 1 in der Geschlossenlage. Das heisst, die Rückhaltebarriere 1 stellt für ein Fahrzeug eine Durchfahrsperre bereit. Der Durchfahrbereich kann nicht passiert werden. Die Rückhaltebarriere 1 ist hier im Verbund mit einem Rückhalteelement 29 dargestellt. Das Rückhalteelement 29 wird hier als Leitplankenelement dargestellt. Typischerweise greift die Rückhaltebarriere am freien Ende 30 in weiteres in den Figuren nicht gezeigtes Leitplankenelement ein und wird mit diesem in der Geschlossenlage verriegelt. Die Verriegelung ist vorzugsweise bezüglich einer Zugkraft in Richtung der Längsrichtung zugfest und kann auch Querkräfte aufnehmen. Bevorzugt sind Rückhaltestufen im Bereich von H1 bis H3.The retention barrier 1 is located in FIG. 1 in the closed position. That is, the restraint barrier 1 provides a drive-through barrier for a vehicle. The drive-through area can not be passed. The retention barrier 1 is shown here in conjunction with a retaining element 29. The retaining element 29 is shown here as a guard rail element. Typically, the retention barrier at the free end 30 engages another guard rail element not shown in the figures and is locked thereto in the closed position. The locking is preferably tensile with respect to a tensile force in the direction of the longitudinal direction and can also absorb transverse forces. Retention levels in the range of H1 to H3 are preferred.

In der Figur 2 wird die Rückhaltebarriere in einer Position zwischen der Geschlossenlage und der Offenlage gezeigt. Der Durchfahrbereich zwischen zwei Leitplankenelementen 29 wird teilweise freigegeben.In the FIG. 2 the restraint barrier is shown in a position between the closed position and the open position. The passage area between two guard rail elements 29 is partially released.

Die Rückhaltebarriere 1 umfasst einen Barrierenarm 2 mit einem ersten Hebelabschnitt 3 in der Form eines Absperrarms, einem zweiten Hebelabschnitt 4 sowie einer zwischen den beiden Hebelabschnitten 3, 4 liegenden Lagerstelle 5. Der Absperrarm kann die Form einer Leitplanke oder einer Leitwand aufweisen. Weiter umfasst die Barriere ein ortsfest zur Fahrbahn F angeordnetes Schwenklager 6, an welchem der Barrierenarm 2 mit der Lagerstelle 5 um eine Schwenkachse S6 schwenkbar gelagert ist. Die Schwenkachse S6 liegt im Wesentlichen parallel zur Oberfläche O der Fahrbahn F. Der Barrierenarm 2 ist von der Geschlossenlage, in welcher der erste Hebelabschnitt 3 im Wesentlichen parallel zur Fahrbahnoberfläche O orientiert ist, in eine Offenlage, in welcher der erste Hebelabschnitt 3 winklig geneigt zur Fahrbahnoberfläche O orientiert ist, um das Schwenklager 6 schwenkbar. In der Geschlossenlage, so wie diese in der Figur 1 gezeigt wird, stellt der erste Hebelabschnitt 3 eine Durchfahrsperre für eine Durchfahrt im Bereich des Barrierenarms, also im Raum R, entgegen. In der Offenlage ist der Barrierenarm 2 derart zur Fahrbahnoberfläche O orientiert, dass der Barrierenarm 2 keine Durchfahrsperre für eine Durchfahrt bereitstellt; die Durchfahrt ist demnach möglich. Ein Fahrzeug kann somit im Bereich des Barrierenarms 2 die Rückhaltebarriere 1 passieren.The retention barrier 1 comprises a barrier arm 2 with a first lever section 3 in the form of a shut-off arm, a second lever section 4 and a bearing point 5 located between the two lever sections 3, 4. The shut-off arm may have the form of a guardrail or a guide wall. Furthermore, the barrier comprises a stationary to the road F arranged pivot bearing 6, on which the barrier arm 2 is pivotally mounted with the bearing 5 about a pivot axis S6. The pivot axis S6 is substantially parallel to the surface O of the roadway F. The barrier arm 2 is oriented from the closed position, in which the first lever portion 3 is oriented substantially parallel to the road surface O, in an open position in which the first lever portion 3 is inclined at an angle to the road surface O. is pivotable about the pivot bearing 6. In the closed position, as these in the FIG. 1 is shown, the first lever portion 3, a drive-through barrier for a passage in the region of the barrier arm, ie in the space R, contrary. In the open position, the barrier arm 2 is oriented towards the road surface O such that the barrier arm 2 does not provide a drive-through barrier for a passage; the passage is therefore possible. A vehicle can thus pass through the retention barrier 1 in the area of the barrier arm 2.

Die Rückhaltebarriere 1 umfasst zum manuellen Öffnen ein Gegengewicht 7, welches separat zum Barrierenarm 2 ausgebildet ist. Das Gegengewicht 7 umfasst einen Hebelarm 17, welcher mit einem Wirkabschnitt 11 auf dem zweiten Hebelabschnitt 4 des Barrierenarms 2 wirkt, und ein mit dem Hebelarm 17 fest in Verbindung stehender Gewichtskörper 12. Über diesen Wirkabschnitt 11 wirkt die Kraft des Gegengewichtes auf den zweiten Hebelabschnitt 4. Der Wirkabschnitt 11 des Hebelarms 17 des Gegengewichts 7 steht über ein Lager 8 mit dem zweiten Hebelabschnitt 4 in Verbindung. Bei einer Verschwenkung des Barrierenarms 2 wird der Winkel zwischen dem Hebelarm des Gegengewichtes 7 und dem zweiten Hebelabschnitt 4 verändert. Durch die Anordnung des separat vom Barrierenabschnitt 2 ausgebildeten Gegengewichtes 7, welches mit dem Wirkabschnitt 11 auf den zweiten Hebelabschnitt des Barrierenarms 2 eine Kraft überträgt, kann der zweite Hebelabschnitt 4 vergleichsweise kurz ausgebildet werden, so dass die baulichen Massnahen im Bereich des zweiten Hebelabschnittes 4 mit sehr geringem Aufwand ausgeführt werden können. Insbesondere sind Konfigurationen möglichen, bei welchen das Ausheben einer Aussparung für den zweiten Hebelarm und das Gegengewicht in der Fahrbahn entfällt oder die Aussparung nur eine geringe Tiefe aufweisen muss.The retaining barrier 1 comprises a counterweight 7 for manual opening, which is formed separately from the barrier arm 2. The counterweight 7 comprises a lever arm 17, which acts with an operative portion 11 on the second lever portion 4 of the barrier arm 2, and a weight body 12 fixedly connected to the lever arm 17. The force of the counterweight acts on the second lever portion 4 via this active portion 11 The active section 11 of the lever arm 17 of the counterweight 7 is connected to the second lever section 4 via a bearing 8. Upon pivoting of the barrier arm 2, the angle between the lever arm of the counterweight 7 and the second lever portion 4 is changed. Due to the arrangement of the formed separately from the barrier portion 2 counterweight 7, which transmits a force with the active portion 11 on the second lever portion of the barrier arm 2, the second lever portion 4 can be formed comparatively short, so that the structural masses in the region of the second lever portion 4 with can be performed very little effort. In particular, configurations are possible in which the lifting of a recess for the second lever arm and the counterweight in the road is eliminated or the recess must have only a small depth.

Der Gewichtskörper 12 ist hier unterhalb des Hebelarms 17 angeordnet. Vorzugsweise handelt es sich um Metallplatten, welche am Hebelarm 17 angeschweisst werden. Für die Hebelverhältnisse ist es vorteilhaft, wenn der Gewichtskörper 12 möglichst nahe am Drehlager 8 platziert ist.The weight body 12 is arranged below the lever arm 17 here. Preferably, it is metal plates, which are welded to the lever arm 17. For the lever ratios, it is advantageous if the weight body 12 is placed as close as possible to the pivot bearing 8.

Weiter umfasst die Rückhaltebarriere 1 eine Führung 9, über welche das Gegengewicht 7 in seiner Bewegung geführt ist. Die Führung 9 lagert also das Gegengewicht 7. In den gezeigten Ausführungsformen gemäss den Figuren 1 und 2 umfasst die Führung eine Führungsrolle 10 und eine Längsführung 16. Die Führungsrolle und die Längsführung 16 sind dabei bei einer Bewegung des Barrierenarms 2 von der Geschlossenlage in die Offenlage bzw. zurück relativ zueinander verschiebbar.Further, the retaining barrier 1 comprises a guide 9, over which the counterweight 7 is guided in its movement. The guide 9 thus supports the counterweight 7. In the embodiments shown according to the Figures 1 and 2 the guide comprises a guide roller 10 and a longitudinal guide 16. The guide roller and the longitudinal guide 16 are thereby displaceable relative to one another during a movement of the barrier arm 2 from the closed position into the open position or back.

In der gezeigten Ausführungsform ist die Führungsrolle 10 ortsfest zur Fahrbahnebene F angeordnet und die Längsführung 16 ist Teil des Gegengewichtes 7, nämlich Teil des Hebelarms 17 des Gegengewichtes 7.In the embodiment shown, the guide roller 10 is arranged stationary to the road surface F and the longitudinal guide 16 is part of the counterweight 7, namely part of the lever arm 17 of the counterweight. 7

Die Führungsrolle lässt sich vorzugsweise in Richtung der Längsachse verschieben, wodurch sich die Öffnungskraft auf den zweiten Hebelabschnitt einstellen lässt.The guide roller can preferably be displaced in the direction of the longitudinal axis, whereby the opening force can be adjusted to the second lever section.

In den Figuren 3 bis 5 wird die Funktion dieser Führung gut gezeigt. In der Figur 3 wird die Geschlossenlage gezeigt. In der Figur 4 befindet sich der Barrierenarm 2 zwischen der Geschlossenlage und der Offenlage, wobei man gut erkennen kann, dass über das Drehlager 8 der Winkel zwischen den Barrierenarm 2 und dem Hebelabschnitt 17 sich bereits verändert hat. Das Gegengewicht 7 hat sich also in Richtung des Schwenklagers 6 bewegt und somit wurde auch die Längsführung 16 zur Führungsrolle 10 entsprechend bewegt. Mit anderen Worten gleitet die Längsführung 16 des Hebelarms 17 auf der ortsfest angeordneten Führungsrolle 10 in Richtung des Schwenklagers 6. In der Figur 5 wird dann die Offenlage dargestellt, von welcher erkannt werden kann, dass die Bewegung des Gegengewichtes 7 weiter fortgeschritten ist. Das Gegengewicht 7 liegt hier ebenfalls in seiner Offenlage.In the FIGS. 3 to 5 the function of this leadership is well shown. In the FIG. 3 the closed position is shown. In the FIG. 4 is the barrier arm 2 between the closed position and the open position, where it is easy to see that on the pivot bearing 8, the angle between the barrier arm 2 and the lever portion 17 has already changed. The counterweight 7 has thus moved in the direction of the pivot bearing 6 and thus the longitudinal guide 16 has been moved to the guide roller 10 accordingly. In other words, slides the longitudinal guide 16 of the lever arm 17 on the stationary guide roller 10 in the direction of the pivot bearing 6. In the FIG. 5 then the open position is shown, from which it can be seen that the movement of the counterweight 7 has progressed further. The counterweight 7 is also here in its open position.

Mit anderen Worten gesagt ist die Verbindung zwischen dem Gegengewicht 7 und dem zweiten Hebelabschnitt 4 als Knickhebel oder Knickgelenk ausgebildet.In other words, the connection between the counterweight 7 and the second lever portion 4 is formed as a bent lever or articulated joint.

In der Figur 5 wird zudem eine Ausnehmung im Fundament 34 angedeutet. Die Ausnehmung im Fundament hat den Vorteil, dass das Gegengewicht bei einem besonderes schweren Barrierarm in der Offenstellung unter die Fahrbahnoberfläche O ragen kann.In the FIG. 5 In addition, a recess in the foundation 34 is indicated. The recess in the foundation has the advantage that the counterweight can protrude below the road surface O in the open position with a special heavy barrier arm.

In einer alternativen Ausführungsform ist es auch denkbar, dass die Längsführung ortsfest zur Fahrbahnebene F angeordnet ist und dass dann die Führungsrolle Teil des Gegengewichtes ist und relativ zur ortsfest platzierten Längsführung 16 verschiebbar ist. Die Längsführung ist hier vorzugsweise ein auf der Fahrbahn oder auf Supportelement montieres U-Profil, welches vorzugsweise parallel zur Fahrbahnebene liegt. Diese Ausführung ist bei Gegengewichten vorteilhaft, welche vergleichsweise schwer und lang sind.In an alternative embodiment, it is also conceivable that the longitudinal guide is arranged stationary to the road surface F and that then the guide roller is part of the counterweight and relative to the stationary placed longitudinal guide 16 is displaceable. The longitudinal guide is here preferably a U-profile mounted on the roadway or support element, which is preferably parallel to the roadway plane. This embodiment is advantageous in counterweights which are relatively heavy and long.

Mit Bezug zu den Figuren 1 bis 5 kann weiter erkannt werden, dass die Rückhaltebarriere 1 weiter ein die Bewegung des Gegengewichtes 7 dämpfendes Dämpfungselement 15 umfasst. Das Dämpfungselement 15 ist hier im Bereich des Hebelarms 17 des Gegengewichtes angeordnet. Das Dämpfungselement 15 ist vorzugsweise ein Fluidzylinder 18, insbesondere ein Pneumatikzylinder oder ein Hydraulikzylinder, mit einer in einem Kolbenraum 18 bewegbaren Kolbenstange 20. Der Kolbenraum 19 umfasst weiterhin eine Drossel. Über die Drossel kann der Fluidaustritt bzw. der Fluiddurchgang beim Verschieben der Kolbenstange 20 geregelt werden. Der Fluidzylinder 18 steht mit der Kolbenstange 20 mit einem ortsfest angeordneten Anschlagselement 21 in Kontakt. Das Anschlagselement 21 kann eine Anschlagsplatte sein, auf welche die Kolbenstange 20 auftrifft, oder das Anschlagselement 21 kann ein Lagerauge sein, mit welcher die Kolbenstange 20 in Verbindung steht. Bei einer Verschiebung des Hebelarms 17 des Gegengewichtes 7 relativ zum ortsfest angeordneten Anschlagselement 21 verschiebt sich die Kolbenstange 20 im Kolbenraum 19 und das Fluid tritt über die Drossel aus dem Kolbenraum 19 aus. Der Fluidzylinder 18 kann verschiedenartig angeordnet sein. Vorzugsweise ist er aber so angeordnet, dass die Kolbenstange in der Geschlossenstellung im Inneren des Kolbenraums liegt. Die andere Konfiguration, bei welcher die Kolbenstange in der Geschlossenstellung ausserhalb des Kolbenraums liegt, ist, wie in den Figuren gezeigt, ebenfalls möglich. Der Querschnitt der Drossel kann vorzugsweise eingestellt werden, sodass der Volumenstrom des austretenden Fluids die Dämpfung regelt. Besonders bevorzugt ist die Kolbenstange 20 fest am Anschlagselement 21 angeordnet, sodass nicht nur die Bewegung von der Geschlossenlage in die Offenlage gedämpft wird, sondern auch die umgekehrte Bewegung.Related to the FIGS. 1 to 5 can be further recognized that the retaining barrier 1 further comprises a damping of the movement of the counterweight 7 damping element 15. The damping element 15 is arranged here in the region of the lever arm 17 of the counterweight. The damping element 15 is preferably a fluid cylinder 18, in particular a pneumatic cylinder or a hydraulic cylinder, with a movable piston rod in a piston chamber 20. The piston chamber 19 further comprises a throttle. About the throttle, the fluid outlet or the fluid passage during displacement of the piston rod 20 can be controlled. The fluid cylinder 18 is in contact with the piston rod 20 with a stationarily arranged stop element 21. The stopper member 21 may be a stopper plate on which the piston rod 20 is incident, or the stopper member 21 may be a bearing eye with which the piston rod 20 is in communication. Upon a displacement of the lever arm 17 of the counterweight 7 relative to the stationary arranged stop member 21, the piston rod 20 moves in the piston chamber 19 and the fluid exits through the throttle from the piston chamber 19. The fluid cylinder 18 may be arranged in various ways. Preferably, however, it is arranged so that the piston rod is in the closed position in the interior of the piston chamber. The other configuration, in which the piston rod is in the closed position outside of the piston chamber is, as shown in the figures, also possible. The cross-section of the throttle can preferably be adjusted so that the volume flow of the exiting fluid controls the damping. Particularly preferably, the piston rod 20 is fixedly arranged on the stop element 21, so that not only the movement is damped from the closed position to the open position, but also the reverse movement.

Die Anordnung eines Fluidzylinders hat den Vorteil, dass dieser in einer Weiterbildung der Ausführungsform aktiv angesteuert werden kann, wodurch die Bewegung des Barrierenarms auch automatisch erfolgen kann. Hierzu ist ein Antriebsaggregat oder eine Motor vorzusehen. Im Notfallbetrieb kann die Rückhaltebarriere aufgrund der oben beschriebenen Ausbildung dennoch manuell und unabhängig vom Antriebsaggregat bewegt werden.The arrangement of a fluid cylinder has the advantage that this in a development of Embodiment can be actively controlled, whereby the movement of the barrier arm can also be done automatically. For this purpose, a drive unit or a motor should be provided. In emergency operation, the restraint barrier can still be moved manually and independently of the drive unit due to the above-described training.

Mit Bezug zu den Figuren 1 bis 5 werden nun diverse Merkmale der besonders bevorzugten Rückhaltebarriere 1 noch genauer erläutert.Related to the FIGS. 1 to 5 Various features of the particularly preferred retention barrier 1 will now be explained in more detail.

Das ortsfeste Schwenklager 6 ist an einem ersten Supportelement 13 angeordnet. Das Supportelement 13 ist mit einem Fundament der Fahrbahn F verbindbar, sodass das ortsfeste Schwenklager 6 in einem festen Abstand zur Oberfläche O der Fahrbahnebene F montiert ist. Das erste Supportelement 13 ist beispielsweise ein Stahlträger, welcher vorzugsweise mit einer Schraubverbindung mit einem Betonfundament in Verbindung steht. Das erste Supportelement 13 kann aber auch Teil eines Metallprofils sein, welches auf die Fahrbahnoberfläche aufgeschraubt wird. Solche Metallprofile weisen vorzugsweise die Aussenform eines Jersey-Elementes auf.The stationary pivot bearing 6 is arranged on a first support element 13. The support member 13 is connectable to a foundation of the road F, so that the stationary pivot bearing 6 is mounted at a fixed distance from the surface O of the road surface F. The first support element 13 is, for example, a steel beam, which is preferably connected to a concrete foundation with a screw connection. The first support member 13 may also be part of a metal profile, which is screwed onto the road surface. Such metal profiles preferably have the outer shape of a jersey element.

Die ortsfesten Teile der Führung, hier also die Führungsrolle 10 sind an einem zweiten Supportelement 14 angeordnet. Das zweite Supportelement 14 ist ebenfalls in einem Fundament der Fahrbahn F verbindbar platziert. Beispielsweise ist das zweite Supportelement über eine Schraubverbindung daran befestigt. Das zweite Supportelement 14 hat hier ebenfalls die Form eines rechtwinklig zur Fahrbahnoberfläche orientierten Trägers, insbesondere ein Stahlträger. Das besagte Anschlagselement 21 für das Dämpfungselement steht hier mit dem zweiten Supportelement 14 in Verbindung. Das Anschlagselement 21 kann aber auch als separater Träger an einem Fundament in der Fahrbahn verankert sein.The stationary parts of the guide, in this case the guide roller 10, are arranged on a second support element 14. The second support element 14 is also placed in a foundation of the road F connectable. For example, the second support element is fastened thereto via a screw connection. The second support element 14 here also has the form of a perpendicular to the road surface oriented carrier, in particular a steel beam. The said stop element 21 for the damping element is in this case connected to the second support element 14. However, the stop element 21 can also be anchored as a separate carrier on a foundation in the roadway.

Der erste Hebelabschnitt 3 in der Form des Absperrarms des Barrierenarms 2 kann verschiedenartig ausgebildet sein. Beispielsweise kann der Hebelabschnitt 3 im Querschnitt zur Längsachse L die Form einer Leitplanke aufweisen oder die Aussenform eines Jersey-Elementes haben. Bei der Aussenform in der Form eines Jersey-Elements handelt es sich um ein Stahlprofil, welches winklig zueinander angeordnete Seitenwände 22 aufweist, die sich von der Fahrbahnoberfläche O winklig geneigt erstrecken und dann in einem definierten Abstand zusammentreffen und mit einer Oberwand 23 miteinander in Verbindung stehen. In den Figuren 1 und 2 wird eine derartige Aussenformangedeutet.The first lever portion 3 in the form of the Absperrarms of the barrier arm 2 may be formed in various ways. For example, the lever portion 3 in cross-section to the longitudinal axis L have the shape of a guardrail or have the outer shape of a jersey element. The outer shape in the form of a jersey element is a steel profile, which is angled sidewalls 22, which extend at an angle inclined from the road surface O and then meet at a defined distance and communicate with a top wall 23 with each other. In the Figures 1 and 2 Such an external shape is suggested.

Der Barrierenarm 2 umfasst am freien Ende des ersten Hebelabschnittes 3 gegenüber des Schwenklagers 6 ein Riegelelement, welches in den Figuren nicht dargestellt wird. Mit dem Riegelelement kann der Barrierenarm 2 mit einer ortsfest zur Fahrbahn angeordneten Riegelaufnahme verbunden werden. Die Riegelaufnahme kann dabei in ein Rückhalteelement oder ein Leitplankenelement integriert sein.The barrier arm 2 comprises at the free end of the first lever portion 3 opposite the pivot bearing 6, a locking element, which is not shown in the figures. With the locking element, the barrier arm 2 can be connected to a bolt receptacle that is stationary relative to the roadway. The bolt receptacle can be integrated into a retaining element or guardrail element.

Der erste Hebelabschnitt 3 des Barrierenarms 2 weist vorzugsweise eine Länge von 5 bis 10 Metern insbesondere von 5 bis 7 Metern auf. Das heisst, dass die Durchfahrbreite durch die Barriere ebenfalls in etwa diesem Mass ensptricht. Der zweite Hebelabschnitt 4 ist massiv kürzer ausgebildet. Die Läng des zweiten Hebelabschnittes entspricht vorzugsweise einer Länge, welche dem Abstand des Schwenklagers 6 zur Fahrbahnoberfläche O entspricht. Typischerweise ist die Länge des zweiten Hebelarms 4 kleiner als 1.10 Meter.The first lever section 3 of the barrier arm 2 preferably has a length of 5 to 10 meters, in particular of 5 to 7 meters. This means that the passage width through the barrier is also approximately equal to this measure. The second lever portion 4 is solidly shorter. The length of the second lever portion preferably corresponds to a length which corresponds to the distance of the pivot bearing 6 to the road surface O. Typically, the length of the second lever arm 4 is less than 1.10 meters.

Von der Figur 5 kann weiter erkannt werden, dass die Massenverteilung des ersten Hebelabschnittes 3 derart ist, dass diese bei jeder Lage auf der Seite des Schwenklagers 6, welche gegenüber dem Gegengewicht 7 ist, grösser ist als auf der dem Gegengewicht zugewandten Seite. Somit wird sichergestellt, dass der Barrierenarm 2 auch von der Offenlage sehr einfach in die Geschlossenlage bewegt werden kann.Of the FIG. 5 can be further recognized that the mass distribution of the first lever portion 3 is such that it is greater at each position on the side of the pivot bearing 6, which is opposite to the counterweight 7 than on the counterweight side facing. This ensures that the barrier arm 2 can also be easily moved from the open position into the closed position.

In der Figur 6 wird nun noch eine besonders bevorzugte Ausführungsform des Drehlagers 8, welches den zweiten Hebelabschnitt 4 mit dem Hebelarm 17 des Gegengewichtes 7 verbindet, gezeigt. Das Drehlager 8 ist hier auf einer Drehlageraufnahme 24 angeordnet. Die Drehlageraufnahme 24 ist an der Stirnseite 25 des zweiten Hebelabschnittes 4 fest angeordnet. Beispielsweise angeschweisst oder gar Teil vom zweiten Hebelabschnitt 4. Die Drehlageraufnahme 24 umfasst zwei relativ zueinander verschiebbare Lagerplatten 26, die über Schrauben 27 miteinander in Verbindung stehen. Die eine Lagerplatte steht fest mit dem Hebelabschnitt 4 in Verbindung und die andere Lagerplatte ist relativ zur einen Lagerplatte verschiebbar. Zwischen den beiden Lagerplatten 26 sind Schiftelemente 32 angeordnet, über welche sich der Abstand A der beiden Lagerplatten 62 einstellen lässt.In the FIG. 6 Now, a particularly preferred embodiment of the pivot bearing 8, which connects the second lever portion 4 with the lever arm 17 of the counterweight 7, shown. The pivot bearing 8 is arranged here on a pivot bearing receptacle 24. The pivot bearing receptacle 24 is fixedly arranged on the end face 25 of the second lever section 4. For example, welded or even part of the second lever portion 4. The pivot bearing receptacle 24 includes two relatively displaceable bearing plates 26, which are connected by screws 27 with each other. The one bearing plate is fixed to the lever portion 4 in connection and the other bearing plate is displaceable relative to a bearing plate. Between the two bearing plates 26 Schiftelemente 32 are arranged, via which the distance A of the two bearing plates 62 can be adjusted.

Der richtige Abstand A lässt sich durch ein Unterlegen von mehreren Schiftelementen 32 einstellen und anschliessen werden über die Schrauben 26 die beiden Lagerplatten und Schiftelemente 32 zueinander geklemmt. Die Verschiebbarkeit der beiden Lagerplatten 26 ist dabei derart, dass die Position des Drehlagers 8 quer zur Längsachse L des zweiten Hebelabschnittes 4 eingestellt werden kann. Durch diese Verschiebung kann eine Feineinstellung bzw. ein Tarieren des Hebelverhältnisses zwischen Barrierenarm 2 und Gegengewicht 7 vorgenommen werden, sodass sich die Hebelverhältnisse in etwa die Waage halten. Allgemein ausgedrückt heisst dies, dass die relative Lage der Kontaktstelle zwischen dem zweiten Hebelabschnitt 4 und dem Gegengewicht 7 bezüglich der Längsachse L einstellbar ist.The correct distance A can be adjusted by lining up several schift elements 32 and connect the two bearing plates and Schiftelemente 32 are clamped to each other via the screws 26. The displaceability of the two bearing plates 26 is such that the position of the pivot bearing 8 can be adjusted transversely to the longitudinal axis L of the second lever portion 4. By this shift, a fine adjustment or a taring of the lever ratio between the barrier arm 2 and counterweight 7 can be made so that the lever ratios hold approximately the balance. Generally speaking, this means that the relative position of the contact point between the second lever portion 4 and the counterweight 7 with respect to the longitudinal axis L is adjustable.

In der Figur 6 wird auch eine besonders bevorzugte Ausführungsform des Drehlagers gezeigt. Das Drehlager 8 umfasst hier einen Drehbolzen 28. Der Drehbolzen 28 wird durch eine am Gegengewicht angeformte Lasche 31 und durch einen Lagerbock 33 hindurch geführt. Der Lagerbock 33 ist Teil von einer der beiden Lagerplatten 26. BEZUGSZEICHENLISTE 1 Rückhaltebarriere 31 Laschen 2 Barrierenarm 32 Schiftplatten 3 erster Hebelabschnitt 33 Lagerbock 4 zweiter Hebelabschnitt 34 Fundament 5 Lagerstelle A Abstand 6 Schwenklager L Längsachse 7 Gegengewicht F Fahrbahn 8 Drehlager O Fahrbahnoberfläche 9 Führung S6 Schwenkachse 10 Führungsrolle S8 Drehachse 11 Wirkabschnitt 12 Gewichtskörper 13 erstes Supportelement 14 zweites Supportelement 15 Dämpfungselement 16 Längsführung 17 Hebelarm 18 Fluidzylinder 19 Kolbenraum 20 Kolbenstange 21 Anschlagselement 22 Seitenwand 23 Oberseite 24 Drehlageraufnahme 25 Stirnseite 26 Lagerplatten 27 Schrauben 28 Drehbolzen 29 Leiplankenelement 30 freies Ende In the FIG. 6 Also shown is a particularly preferred embodiment of the pivot bearing. The pivot bearing 8 here comprises a pivot pin 28. The pivot pin 28 is guided through a tab 31 integrally formed on the counterweight and through a bearing block 33. The bearing block 33 is part of one of the two bearing plates 26. LIST OF REFERENCE NUMBERS 1 Retaining barrier 31 tabs 2 Barrierenarm 32 Schiftplatten 3 first lever section 33 bearing block 4 second lever section 34 foundation 5 depository A distance 6 pivot bearing L longitudinal axis 7 counterweight F roadway 8th pivot bearing O road surface 9 guide S6 swivel axis 10 leadership S8 axis of rotation 11 effective section 12 body weight 13 first support element 14 second support element 15 damping element 16 longitudinal guide 17 lever arm 18 fluid cylinder 19 piston chamber 20 piston rod 21 stop element 22 Side wall 23 top 24 Rotary bearing seat 25 front 26 bearing plates 27 screw 28 pintle 29 Leiplankenelement 30 free end

Claims (15)

  1. Restraining barrier (1) for arranging on a roadway (F) with a roadway surface (0), comprising
    a barrier arm (2) which extends along a longitudinal axis (L) and has a first lever portion (3) in the form of a shut-off arm, a second lever portion (4) and a bearing point (5) situated between the two lever portions (3, 4),
    a pivot bearing (6) which is arranged in a positionally fixed manner with respect to the roadway (F) and at which the barrier arm (2) is pivotably mounted with the bearing point (5) about a pivot axis (S6), wherein the pivot axis is substantially parallel to the roadway (F),
    and a counterweight (7) acting on the second lever portion (4),
    wherein the barrier arm (2) is pivotable about the pivot bearing (6) from a closed position, in which the first lever portion (3) is oriented substantially parallel to the roadway surface (0), into an open position, in which the first lever portion (3) is oriented so as to be inclined at an angle, in particular at a right angle, to the roadway surface (0),
    wherein the counterweight (7) is formed separately from the barrier arm (2) and comprises a lever arm (17) with a weight body (12) that acts with an active portion (11) on the second lever portion (4), wherein the active portion is connected to the second lever portion (4) via a bearing (8), wherein the angle between the lever arm (17) of the counterweight (7) and barrier (2) changes during a pivoting movement of the barrier arm (2), characterized in that
    the relative position of the contact point between the second lever portion (4) and the counterweight (7) can be adjusted.
  2. Restraining barrier according to Claim 1, characterized in that the bearing which connects the active portion of the counterweight (7) and the second lever portion (4) of the barrier arm (2) is a rotary bearing (8), wherein the axis of rotation (S8) of the rotary bearing (8) extends parallel to the pivot axis (S6) of the pivot bearing (6) and wherein the rotary bearing (8) is preferably firmly fastened to the second lever portion.
  3. Restraining barrier (1) according to one of the preceding claims, characterized in that the length of the second lever portion (4) is at least five times less than the length of the first lever portion (3), wherein the counterweight (7) is formed in such a way that, in the open position, it does not extend further downwards with respect to the roadway surface than the second lever portion (3).
  4. Restraining barrier (1) according to one of the preceding claims, characterized in that the first lever portion (3) in the form of the shut-off arm has a mass distribution which, on the side of the pivot bearing (6) which is situated opposite the counterweight (7), is greater than on the side facing the counterweight (7).
  5. Restraining barrier (1) according to one of the preceding claims, characterized in that the restraining barrier (1) further has a guide (9) via which the counterweight (7) is guided in its movement.
  6. Restraining barrier (1) according to Claim 5, characterized in that the guide (9) comprises a guide roller (10) and a longitudinal guide (16), wherein the guide roller (10) and the longitudinal guide (16) are displaceable relative to one another,
    wherein the guide roller (10) is arranged in a positionally fixed manner with respect to the roadway plane and the longitudinal guide (16) is part of the counterweight (7) and is displaceable relative to the guide roller (10) placed in a positionally fixed manner, or
    wherein the longitudinal guide (16) is arranged in a positionally fixed manner with respect to the roadway plane and the guide roller (10) is part of the counterweight (7) and is displaceable relative to the longitudinal guide (16) placed in a positionally fixed manner.
  7. Restraining barrier (1) according to one of the preceding claims, characterized in that said relative position can be set in the vertical or transversely to the longitudinal axis (L).
  8. Restraining barrier (1) according to one of the preceding claims, characterized in that the positionally fixed pivot bearing (6) is fixedly arranged on a first support element (13), which support element (13) can be connected to a foundation of the roadway (F) in such a way that the positionally fixed pivot bearing (6) can be mounted at a fixed distance from the surface (0) of the roadway plane (F).
  9. Restraining barrier according to one of Claims 5 to 8, characterized in that the positionally fixed parts of the guide (9) are fixedly arranged on a second support element (14), which second support element (14) can be connected to a foundation of the roadway (F) in such a way that the guide (9) can be mounted at a fixed distance from the surface (0) of the roadway plane (F).
  10. Restraining barrier (1) according to Claim 1, characterized in that the counterweight is mounted on a positionally fixed rotary bearing, wherein the pivot axis of the rotary bearing extends parallel to the pivot axis of the pivot bearing, and in that the second lever portion comprises a guide and the counterweight comprises a guide element via which the counterweight is mounted on this guide.
  11. Restraining barrier (1) according to one of the preceding claims, characterized in that the mass of the counterweight (7), in particular the mass of the weight body (12), becomes smaller as the distance from the second lever portion (4) increases.
  12. Restraining barrier (1) according one of the preceding claims, characterized in that the restraining barrier (1) further comprises a damping element (15) which damps the movement of the counterweight (7).
  13. Restraining barrier (1) according to Claim 12, characterized in that the damping element (15) is a fluid cylinder (18), in particular a hydraulic or a pneumatic cylinder, with a piston rod (20) which can be moved in a piston chamber (19) and with a throttle, and is arranged on the counterweight (7) or on a support element.
  14. Restraining barrier (1) according to one of the preceding claims, characterized in that the first lever portion (3) has, in cross section at a right angle to the first lever portion (3), the shape of a hollow body, in particular the shape of a barrier rail or the external shape of a Jersey element.
  15. Restraining barrier (1) according to one of the preceding claims, characterized
    in that the barrier arm (2) further comprises a locking element which is arranged remotely from the pivot bearing, which locking element latches in a locking receptacle arranged in a positionally fixed manner with respect to the roadway, and/or
    in that the first lever portion has a length from 5 to 10 metres, in particular from 5 to 7 metres, and/or
    in that the torque around the pivot bearing that is provided by the counterweight is greater than the torque provided by the first lever portion.
EP14186366.2A 2014-09-25 2014-09-25 Barrier Active EP3000937B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP14186366.2A EP3000937B1 (en) 2014-09-25 2014-09-25 Barrier
CH01152/15A CH710172A2 (en) 2014-09-25 2015-08-11 Barrier.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14186366.2A EP3000937B1 (en) 2014-09-25 2014-09-25 Barrier

Publications (2)

Publication Number Publication Date
EP3000937A1 EP3000937A1 (en) 2016-03-30
EP3000937B1 true EP3000937B1 (en) 2017-08-09

Family

ID=51610024

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14186366.2A Active EP3000937B1 (en) 2014-09-25 2014-09-25 Barrier

Country Status (2)

Country Link
EP (1) EP3000937B1 (en)
CH (1) CH710172A2 (en)

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1784438B1 (en) * 1964-01-25 1971-10-07 Neher Maschinenfabrik Stahl U Crash barrier

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CH710172A2 (en) 2016-03-31
EP3000937A1 (en) 2016-03-30

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