EP3000937B1 - Barrière - Google Patents

Barrière 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
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14186366.2A
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German (de)
English (en)
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EP3000937A1 (fr
Inventor
Lars Kaufmann
Lorenz Kaufmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kaufmann Ag Goldau
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Kaufmann Ag Goldau
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Priority to EP14186366.2A priority Critical patent/EP3000937B1/fr
Priority to CH01152/15A priority patent/CH710172A2/de
Publication of EP3000937A1 publication Critical patent/EP3000937A1/fr
Application granted granted Critical
Publication of EP3000937B1 publication Critical patent/EP3000937B1/fr
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Classifications

    • 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.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (15)

  1. Barrière de retenue (1) destinée à être disposée sur une route (F) avec une chaussée (0), comprenant
    un bras de barrière (2) s'étendant le long d'un axe longitudinal (L) avec une première portion de levier (3) en forme de bras de verrouillage, une deuxième portion de levier (4) ainsi qu'un point d'appui (5) situé entre les deux portions de levier (3, 4),
    un palier pivotant (6) disposé fixement par rapport à la route (F), sur lequel le bras de barrière (2) est supporté de manière à pouvoir pivoter avec le point d'appui (5) autour d'un axe de pivotement (S6), l'axe de pivotement étant situé essentiellement parallèlement à la route (F),
    et un contrepoids (7) agissant sur la deuxième portion de levier (4),
    le bras de barrière (2) pouvant pivoter autour du palier pivotant (6) d'une position fermée dans laquelle la première portion de levier (3) est orientée essentiellement parallèlement à la chaussée (0), dans une position d'ouverture dans laquelle la première portion de levier (3) est inclinée suivant un certain angle, en particulier à angle droit, par rapport à la chaussée (0),
    le contrepoids (7) étant réalisé séparément du bras de barrière (2) et comprenant un bras de levier (17) avec un corps de poids (12) qui agit avec une portion fonctionnelle (11) sur la deuxième portion de levier (4), la portion fonctionnelle étant en liaison avec la deuxième portion de levier (4) par le biais d'un palier (8), l'angle entre le bras de levier (17) du contrepoids (7) et le bras de barrière (2) variant lors d'un pivotement du bras de barrière (2), caractérisée en ce que
    la position relative du point de contact entre la deuxième portion de levier (4) et le contrepoids (7) peut être ajustée.
  2. Barrière de retenue selon la revendication 1, caractérisée en ce que le palier reliant la portion fonctionnelle du contrepoids (7) et la deuxième portion de levier (4) du bras de barrière (2) est un palier rotatif (8), l'axe de rotation (S8) du palier rotatif (8) s'étendant parallèlement à l'axe de pivotement (S6) du palier pivotant (6) et le palier rotatif (8) étant de préférence fixé solidement à la deuxième portion de levier.
  3. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que la longueur de la deuxième portion de levier (4) est au moins cinq fois plus petite que la longueur de la première portion de levier (3), le contrepoids (7) étant réalisé de telle sorte que celui-ci ne s'étende pas plus vers le bas par rapport à la chaussée que la deuxième portion de palier (3) dans la position d'ouverture.
  4. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que la première portion de levier (3) en forme de bras de verrouillage présente une répartition de masse qui est plus importante du côté du palier pivotant (6) opposé au contrepoids (7) que du côté tourné vers le contrepoids (7).
  5. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que la barrière de retenue (1) dispose en outre d'un guide (9) par le biais duquel le contrepoids (7) est guidé dans son déplacement.
  6. Barrière de retenue (1) selon la revendication 5, caractérisée en ce que le guide (9) comprend un rouleau de guidage (10) et un guide longitudinal (16), le rouleau de guidage (10) et le guide longitudinal (16) pouvant être déplacés l'un par rapport à l'autre,
    le rouleau de guidage (10) étant disposé fixement par rapport au plan de la route et le guide longitudinal (16) faisant partie du contrepoids (7) et pouvant être déplacé par rapport au rouleau de guidage placé fixement (10), ou
    le guide longitudinal (16) étant disposé fixement par rapport au plan de la route et le rouleau de guidage (10) faisant partie du contrepoids (7) et pouvant être déplacé par rapport au guide longitudinal (16) placé fixement.
  7. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que ladite position relative peut être ajustée verticalement ou transversalement à l'axe longitudinal (L).
  8. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que le palier pivotant fixe (6) est disposé fixement sur un premier élément de support (13), lequel élément de support (13) peut être raccordé à une fondation de la route (F) de telle sorte que le palier pivotant fixe (6) puisse être monté à une distance fixe par rapport à la surface (0) du plan de la route (F).
  9. Barrière de retenue selon l'une quelconque des revendications 5 à 8, caractérisée en ce que les parties fixes du guide (9) sont disposées fixement sur un deuxième élément de support (14), lequel deuxième élément de support (14) peut être raccordé à une fondation de la route (F), de telle sorte que le guide (9) puisse être monté à une distance fixe par rapport à la surface (0) du plan de la route (F).
  10. Barrière de retenue (1) selon la revendication 1, caractérisée en ce que le contrepoids est supporté sur un palier rotatif fixe, l'axe de pivotement du palier rotatif s'étendant parallèlement à l'axe de pivotement du palier pivotant et en ce que la deuxième portion de levier comprend un guide et le contrepoids comprend un élément de guidage par le biais duquel le contrepoids est supporté sur ce guide.
  11. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que la masse du contrepoids (7), en particulier la masse du corps de poids (12), diminue avec l'augmentation de la distance à la deuxième portion de levier (4).
  12. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que la barrière de retenue (1) comprend en outre un élément d'amortissement (15) amortissant le mouvement du contrepoids (7).
  13. Barrière de retenue (1) selon la revendication 12, caractérisée en ce que l'élément d'amortissement (15) est un cylindre fluidique (18), en particulier un cylindre hydraulique ou pneumatique, avec une tige de piston (20) déplaçable dans un espace de piston (19) et avec un étranglement, et est disposé sur le contrepoids (7) ou sur un élément de support.
  14. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que la première portion de levier (3) présente, en section transversale à angle droit par rapport à la première portion de levier (3), la forme d'un corps creux, en particulier la forme d'une glissière de sécurité ou la forme extérieure d'un élément de type Jersey.
  15. Barrière de retenue (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que le bras de barrière (2) comprend en outre un élément de verrou disposé à distance du palier pivotant, lequel élément de verrou s'encliquète sur un logement de verrou disposé fixement par rapport à la route et/ou
    la première portion de levier présente une longueur de 5 à 10 m, en particulier de 5 à 7 m et/ou
    le couple fourni par le contrepoids autour du palier pivotant est supérieur au couple fourni par la première portion de levier.
EP14186366.2A 2014-09-25 2014-09-25 Barrière Active EP3000937B1 (fr)

Priority Applications (2)

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

Applications Claiming Priority (1)

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

Publications (2)

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

Family

ID=51610024

Family Applications (1)

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

Country Status (2)

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

Family Cites Families (1)

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

Non-Patent Citations (1)

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

Also Published As

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

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