EP3301226B1 - Vehicle retention system - Google Patents

Description

The invention relates to a vehicle restraint system for arrangement next to a roadway according to the features in the preamble of claim 1.

A vehicle restraint system is a passive protection device installed on a roadway (roadway) that is intended to restrain, to a certain extent, an off-carriage vehicle and protect occupants of the departing vehicle and other road users.

• sicherer Schutz gegen Durchbruch von Fahrzeugen,
• geringes Verletzungsrisiko der Fahrzeuginsassen,
• angemessener Aufwand für Installation, Reparatur, Unterhaltung und Entsorgung.

Modern passive protection devices are essentially subject to the following requirements:

• safe protection against breakthrough of vehicles,
• low risk of injury to vehicle occupants,
• reasonable effort for installation, repair, maintenance and disposal.

To ensure the first two requirements, there are regulations. Decisive here are the guideline for passive guards (RPS) and DIN EN 1317 (road restraint systems).

A vehicle restraint system for limiting the route counts through the DE 38 27 030 C2 to the state of the art. The vehicle restraint system is formed by a string of adjacent barriers. Each barrier has a floor-mounted housing-like base body. As a rule, a guide rail is arranged above the base body.

The DE 195 39 274 C2 describes a vehicle restraint system with a box-like base body, which is supported on bottom-side runners, wherein on the undersides of the runners friction-increasing means are provided.

That from the DE 43 29 547 C1 known vehicle restraint system is designed in particular for median strip, are separated by the two lanes. The base bodies are arranged on cross-sectionally U-shaped runners. In the bottom of the skids a slot is provided in each case. The skids are used to place the base bodies over a pipe embedded in the ground. The skids are transversely displaceable transversely to the longitudinal direction of the barrier relative to a bottom-side anchoring cross through the slot.

For use especially on bridge structures, the vehicle restraint system according to EP 1 380 695 B1 or the DE 103 18 357 A1 designed. The thresholds are in a sliding transversely displaceable to the roadway. For this purpose, the Leitschwellen are connected to a slide rail, which is displaceable on a fixed on a bridge cap fixed guide.

The WO 00/65156 A1 discloses a baffle for traffic routes with a plurality of frontally interconnected wall elements. The wall elements are in each case via at least one fastening member with at least one on the ground, for. B. on a road surface or a bridge superstructure, attached anchoring element. The at least one fastening member is displaceably guided relative to the at least one anchoring element, so that the wall element is movable with its at least one fastening member from a rest position into a position offset by a predeterminable distance. The wall elements described there consist essentially of concrete.

Also the proposal of WO 00/08259 A1 envisages a limited possibility of relocation of concrete sleepers. For this purpose, the thresholds are connected to the ground via compliant anchoring means. The anchoring means are formed by anchored in the ground clamping bolt. In the displacement of the protective barrier string as a result of an impact of the clamping anchor is deformed.

The DE 10 2009 021 810 A1 discloses a vehicle restraint system for track limitation, which consists of releasably juxtaposed barriers. Each threshold has a floor-mounted on feet base-like base body.

Another vehicle restraint system is in the DE 10 2006 047 808 A1 described. Also, this vehicle restraint system consists of detachable juxtaposed Leitschwellen. Each barrier has a housing-like base body which can be placed on the floor and a guide rail arranged above the base body. The guide rail and the base body can be coupled via tie rods, wherein each tie rod is connected to an upper end with the guide rail and with a lower end in an arranged in the base body abutment is clamped.

The invention is based on the prior art based on the object to further develop a vehicle restraint system so that it has an improved start-up behavior with good retention and improved range of action in terms of design and assembly technology advantageous embodiment.

The solution of this problem consists according to the invention in a vehicle restraint system according to claim 1.

Advantageous embodiments and further developments are the subject of the dependent claims 2 to 11.

The vehicle restraint system is used to limit the route and consists of detachable guide barriers. Each threshold has one Base body with bottom skids on and is limited to at least one bottom guide assembly transversely to the roadway displaced.

The guide arrangement of the vehicle restraint system comprises a guide plate. Along the guide plate, the threshold is transversely movable to the roadway. For this purpose, the guide plate is anchored transversely to the longitudinal axis of the barrier on or with the roadway. The guide plate has a central portion and each end an anchor portion. The middle section has a slot extending in the longitudinal direction of the guide plate. Each anchor section is provided with a transverse to the longitudinal direction of the guide plate directed slot. The guide plate is fixed by means of anchoring means on the ground. For this purpose, the anchoring means are guided through the slots in the anchor sections and braced in the ground.

The base body can be mounted with a first runner on the guide plate. The blade is oriented transversely to the longitudinal extent of the base body and has a horizontal plate. Usually, the runner has vertically upwardly directed sidewalls from the horizontal plate. In the horizontal plate, preferably in the central region of the horizontal plate, at least one oblong hole directed transversely to the longitudinal direction of the first runner is provided.

The runner is coupled to the guide plate via a connecting means incorporating at least one link plate. The connecting means are preferably threaded bolts and nuts. For coupling the runner and the guide plate, the connecting means is guided and braced by the slot in the middle portion of the guide plate and the slot in the horizontal plate of the first runner. Here, the link plate is also set. The link plate has for this purpose corresponding mounting holes through which the connecting means, so in particular a bolt can be passed through. In practice, a link plate is preferably formed by a rectangularly configured flat iron.

In the event of a side impact, the affected traffic threshold of the vehicle restraint system can be displaced laterally, ie transversely to the roadway, to a limited extent become. In this case, the guide threshold shifts with the first runner over or along the guide plate in the guide arrangement. During the displacement of the connecting means is moved in the slot of the central portion. At the same time the link plate is moved with the connecting means and indeed so far until the slide plate comes laterally at the end of the central portion of the respective lying in the direction of displacement anchor portion of the guide plate to the plant.

The invention provides a vehicle restraint system, the Leitschwellen defined depending on the direction of impact of a vehicle, can be moved in both transverse directions from the center position. The guide arrangement causes a stabilized alignment of the thresholds of the vehicle restraint system. Also, the vehicle restraint system achieves a low effective range.

An aspect of the invention further provides that a limited longitudinal displacement or Kurvengängigkeit is realized in the region of the guide arrangement. This is achieved by the elongated holes in the anchor portions of the guide plate and in the one or more slots in the horizontal plate of the first runner. In the event of an impact, the components may slightly rotate through the additional degrees of freedom via the elongated holes in the anchor sections and the first runner and / or yield in the longitudinal direction of the guide sill.

The vehicle restraint system according to the invention allows a very good distribution of the longitudinal forces and the transverse forces in the event of an impact. As a result, the damage to the vehicle restraint system as well as damage to an approaching vehicle are kept low. Experiments have shown that the Leitschwellen depending on the impact force after an impact from the shifted position without much effort under certain circumstances even manually can be returned to the starting position. Optionally, not even an exchange of components of the guide assembly is necessary. If necessary, both guide plate and first runner and the slide plates including the connecting means can be replaced easily.

The effective range is the distance between the traffic-facing side of the guard and the maximum dynamic lateral position of each essential part of the system. By dynamic deflection is meant the maximum lateral displacement of the traffic-facing side of the vehicle restraint system. The maximum dynamic deflection is limited by the system-related desired displacement in the guide assembly.

The vehicle restraint system according to the invention constructively relies on proven elements, in particular on baffles with base bodies and bottom-side runners. This configuration has also proved to be advantageous in terms of assembly technology. The design according to the invention improves the starting behavior and achieves a good stopping power and an improved range of action.

In particular, the guide arrangement is arranged in an end region of a barrier. In particular, a guide arrangement is in each case at one end or end region of a guide threshold. Distributed over the length of a threshold further leadership arrangements can be integrated. Preferably, two guide arrangements are provided in each case in the end regions of a guide threshold and coupled to a guide threshold.

An advantageous aspect of the invention provides that a free space is formed below the middle section of the guide plate between the anchor sections. The space is used in particular for receiving parts of the connecting means, such as screw heads or nuts, and the link plate, which is braced together with the connecting means and the first runner with the guide plate.

Preferably, the anchor portions are folded relative to the central portion in the direction of the ground. By the fold or the Abkantungsabschnitt the middle section is in each case towards its ends in the anchor sections over.

According to the invention it is provided that in the middle region of the horizontal plate of the first runner two in the longitudinal direction of the first runner with spaced-apart slots are provided. For coupling the first runner with the Guide plate is guided in each case a connecting means through the slot in the central portion of the guide plate and a transverse thereto extending slot in the bottom plate of the first runner.

Particularly preferred is an embodiment in which an upper link plate is provided, which rests on the upper side of the horizontal plate and further provided a lower link plate, which bears against the underside of the central portion. The upper link plate, the horizontal plate, the middle section and the lower link plate are braced against each other by connecting means.

In each case in the outer end regions of the horizontal plate of the first runner a mounting opening for carrying out the anchoring means is provided. This is particularly expedient and advantageous from a mounting standpoint, since the anchoring means can be guided through the mounting opening when the threshold is positioned. The clamping of the guide plate with the substrate then takes place after the guide threshold is positioned on the guide plate. For this purpose, the anchoring means can be placed through the mounting hole in already prepared on the ground mounting holes or mounting holes.

In this context, it is furthermore expedient if openings for carrying out the anchoring means are provided in the side sections of the base body. The openings on the bottom side extending from the base body outwardly side portions correspond to the mounting holes in the end portions of the horizontal plate of the first runner, so that in each case an anchoring means can be passed through the openings and the guide plate of the guide assembly can be clamped on the ground. The anchoring means are in particular anchor bolts or bolts or asphalt or concrete screws.

In the context of the invention is further preferably provided that further, second skids are provided below the base body. Below this second runners feet are arranged. Preferably, such a base has a metallic base body and one connected to the base body bottom-side elastomeric body. By means of a connecting element, the base can be releasably secured to a second runner.

On the one hand, a level compensation can be realized by the base and the bottom-side elastomer body, especially in the case of uneven ground conditions. In addition, the use of the feet aims in particular at an increase in the friction resistance, so that the friction between the road surface and the vehicle restraint system is increased.

Another advantageous aspect provides for an adjustment of the geometric relationship between the second runners with the feet and the first runners and the guide plate. In particular, the height of the feet is dimensioned so that the contact pressure of the feet against the ground is increased by anchoring the guide plate by means of the anchoring means. In practice, it is planned that the feet are slightly higher than the vertical height of the guide plate. The difference may be, for example, 2 mm. A threshold is therefore on the feet. The guide plate is mounted below the first runners by means of the connecting means. Due to the height difference between the feet and the guide plate, the anchor portions of the guide plate on a slight gap or distance from the ground. When bracing the guide plate on the anchoring means the anchor sections are pulled against the ground. As a result, the contact pressure of the feet is increased to the ground, which has an advantageous effect on the resistance to transverse displacement or the controlled compliance of the vehicle restraint system.

In order to hear the stoppage of a vehicle restraint system, attachment spars can be mounted in a known manner on the base body (s) of the barriers. Conveniently, the arrangement of the extension spars is offset from the thresholds.

In this context, tension rods, especially coarse threaded rods have proven very well in practice. The extension spars are connected by means of the tension rod with the base body, wherein the tension rods in vertical direction guided by the tower spar and each braced in an arranged in the base body abutment.

Figur 1

eine perspektivische Ansicht auf den Basiskörper einer Leitschwelle eines Fahrzeugrückhaltesystems;

Figur 2

den Basiskörper gemäß der Figur 1 in der Seitenansicht;

Figur 3

den Basiskörper in einer Draufsicht;

Figur 4

einen Querschnitt durch einen Basiskörper;

Figur 5

einen Schnitt durch die Darstellung von Figur 2 entlang der Linie A-A;

Figur 6

einen Schnitt durch die Darstellung von Figur 2 entlang der Linie B-B;

Figur 7

das Detail Y der Figur 3 in vergrößerter Darstellung;

Figur 8

das Detail Z der Figur 3 in vergrößerter Darstellung;

Figur 9

eine Seitenansicht auf ein Fahrzeugrückhaltesystem mit einem Basiskörper und einem darauf montierten Aufsatzholm;

Figur 10

eine Draufsicht auf das Fahrzeugrückhaltesystem gemäß Figur 9;

Figur 11

einen vertikalen Querschnitt durch die Darstellung der Figur 9 entlang der Linie C-C;

Figur 12

in perspektivischer Darstellungsweise eine Führungsanordnung eines erfindungsgemäßen Fahrzeugrückhaltesystems mit der Darstellung einer Führungsschiene und einer darauf montierten ersten Kufe;

Figur 13

die Darstellung gemäß der Figur 12 in einer Seitenansicht;

Figur 14

die Darstellung gemäß der Figur 12 in einer Stirnansicht;

Figur 15

eine Draufsicht auf die Darstellung der Figur 13;

Figur 16

eine Ansicht auf ein Führungsblech in einer Perspektive;

Figur 17

das Führungsblech in einer Seitenansicht;

Figur 18

das Führungsblech in der Draufsicht und

Figur 19

eine technische schematisierte Darstellung eines erfindungsgemäßen Fahrzeugrückhaltesystems in einer Ausgangslage (Mittelposition) und einer jeweils nach rechts bzw. links verschobenen Position.

The invention is described below with reference to drawings. Show it:

FIG. 1

a perspective view of the base body of a traffic threshold of a vehicle restraint system;

FIG. 2

the base body according to the FIG. 1 in the side view;

FIG. 3

the base body in a plan view;

FIG. 4

a cross section through a base body;

FIG. 5

a section through the representation of FIG. 2 along the line AA;

FIG. 6

a section through the representation of FIG. 2 along the line BB;

FIG. 7

the detail Y the FIG. 3 in an enlarged view;

FIG. 8

the detail Z of FIG. 3 in an enlarged view;

FIG. 9

a side view of a vehicle restraint system with a base body and mounted thereon Aufsatzholm;

FIG. 10

a plan view of the vehicle restraint system according to FIG. 9 ;

FIG. 11

a vertical cross section through the representation of FIG. 9 along the line CC;

FIG. 12

in perspective representation, a guide arrangement of a vehicle restraint system according to the invention with the representation of a guide rail and a first runner mounted thereon;

FIG. 13

the representation according to the FIG. 12 in a side view;

FIG. 14

the representation according to the FIG. 12 in an end view;

FIG. 15

a plan view of the representation of FIG. 13 ;

FIG. 16

a view on a guide plate in a perspective;

FIG. 17

the guide plate in a side view;

FIG. 18

the guide plate in plan view and

FIG. 19

a technical schematic representation of a vehicle restraint system according to the invention in a starting position (middle position) and each shifted to the right or left position.

In all figures, corresponding components or component components are provided with the same reference numerals.

Based on FIGS. 1 to 8 An inventive vehicle restraint system 1 for limiting the travel is described. Each Leitschwelle 2 has a can be placed on the floor 3 or a roadway housing-like base body 4 with roof-shaped inclined side Anfahrblechen 5, 6, a top longitudinal edges of the Anfahrbleche 5, 6 connecting cover plate 7 and to the lower longitudinal edges of the Anfahrbleche 5, 6 from the base body 4 outwardly extending side portions 8, 9. The outer edge portions 10 of the side sections 8, 9 are bent slightly downwards. At the end, the base body 4 is closed in each case by a face plate 11, 11 coupling elements 12, 13 are provided for connecting the base body 4 in the longitudinal direction with each other at the end plates. The coupling elements are formed on the one hand by insertion pockets 12 and on the other hand by Einstecklaschen 13, which engage with each other.

An expansion stage of a vehicle restraint system 1 according to the invention show the illustrations of FIGS. 9 to 11 , Above the base body 4, an attachment spar 14 is mounted on the base body 4. The definition of the attachment spar 14 via tension rods 15 in the form of coarse threaded rods. The tie rods 15 are inserted through the attachment spar 14 and through the cover plate 7 into the base body 4 and there in an arranged in the base body 4 at a vertical distance below the cover plate 7 abutment 16th braced. The abutment 16 consists essentially of a transverse between the Anfahrblechen 5, 6 fixed abutment plate 17 and a threaded nut 18th

The FIG. 11 as well as the FIG. 19 further clarifies that the connection between the base body 4 and attachment spar 14 via a extending in the longitudinal direction of the base body 4 tongue and groove connection. Here, a spring 19 is executed by an exhibition at the top in the cover plate 7 of the base body 4. The top spars 14 are formed as open to the bottom 20 toward profiles with on the bottom 20 inwardly directed edge webs 21. With the open bottom 20 of the attachment rail 14 sits on the base body 4. The mouth of the downwardly open attachment spar 14 forms a groove 22 of the tongue and groove joint into which the spring 19 in the cover plate 7 of the base body 4 engages.

The vehicle restraint system 1 according to the invention can be displaced transversely to the roadway at ground-side guide arrangements 23.

The base body 4 are provided on their undersides 24 with bottom-side runners 25, 26. The runners 25, 26 are oriented below the base body 4 transversely to the longitudinal extent thereof. Each runner 25, 26 has a horizontal plate 27 and vertically upwardly directed side walls 28. The runners 25, 26 extend transversely below the base body 4 across its width.

The guide assembly 23 comprises a guide plate 29 (see in particular the illustrations of FIGS. 12 to 18 ). The guide plate 29 has a central portion 30 and each end an opposite the central portion 30 bent anchor portion 31, 32. The middle section 30 merges on both sides via a fold 33 into the anchor sections 31, 32. As a result, a free space 34 is formed below the central portion 30 of the guide plate 29 between the anchor portions 31, 32.

The middle section 30 has an oblong hole 35 extending over the predominant part of its length in the longitudinal direction LR1 of the guide plate 29. In contrast, each anchor section 31, 32 has a slot 36 directed transversely to the longitudinal direction LR1 of the guide plate 29. The guide plate 29 is guided by means of the elongated holes 36 in the anchor sections 31, 32 Anchoring means 37 on or in the bottom 3 can be fixed. The anchoring means 37 are bolts, in particular concrete or asphalt screws.

Below the base body 4 there are first runners 25 and second runners 26. In the embodiment of the vehicle restraint system 1 of the FIGS. 1 to 3 and the FIGS. 9 to 11 are in the end portions 38 of the threshold 2, two first runners 25 are arranged. The two first skids 25 are arranged in the longitudinal direction LR3 of the barrier 2 at a distance adjacent to each other. Between the first skids 26 are located in the course of the threshold 2 second skids 26th

The first skids 25 form part of a respective guide arrangement 23rd

The second skids 26 are designed in principle similar to the first runners 25. Below these second skids 26 feet are 39 arranged. As feet 39 are rubber-metal elements are used, which have a plate-like base body 40 made of steel and a firmly connected to the base body bottom elastomeric body 41 made of rubber (see FIG. 6 ). The feet 39 are fixed by means of connecting means, preferably screw 42, releasably under the second runners 26.

The first runners 25 have in the middle region of the horizontal plate 27 two transverse to the longitudinal direction LR2 of the first runner 25 directed slots 43, 44. The two elongated holes 43, 44 are each arranged on the right and left to the central transverse axis MQA of the first runner 25 at a distance a from one another. The first runner 25 can be coupled to the guide plate 29 via connecting means 45 in the form of threaded bolts 46 and two threaded nuts 47. For this purpose, the bolts 46 are guided from below through the slot 35 in the guide plate 29 and the slots 43, 44 in the horizontal plates 27 of the first runner 25 and countered by means of the screw 47. During assembly, a lower link plate 48 and an upper link plate 49 are incorporated. In the lower link plate 48 and the upper link plate 49 are square-shaped flat iron, which are provided with mounting holes 50 for carrying out the bolts. The upper link plate 49 rests on the top of the horizontal plate 27. The Lower link plate 48 is located on the underside of the central portion 30 of the guide plate 29. The lower link plate 48 as well as the screw heads of the bolts 46 are received in the space 34 below the central portion 30 of the guide plate 29.

In each case in the outer end regions 51 of the horizontal plate 27 of the first runner 25, a mounting opening 52 for the passage of threaded bolts of the anchoring means 37 is provided. The mounting holes 52 are circular and dimensioned in diameter so that the bolts of the anchoring means 37, in particular the screw heads of the bolts can be passed through them. Furthermore, in the outwardly directed side portions 8, 9 of the base body 4 openings 53 for the implementation of the anchoring means 37 are provided. Also this opening 53 (see. FIG. 7 ) Is dimensioned so that the bolts can be performed with their screw heads through the openings 53 and operated.

The execution of an anchoring means 37 in the form of the bolt is in the FIG. 5 shown in the right half of the image by the representation of the bolt in the unmounted and anchored in the bottom 3 state.

For installation of a threshold 2, this is ready to install or ready for installation. Below the base body 4, the first runners 25 and the second runners 26 are fixed. Below the second runners 26, the feet 39 are arranged. Below the first skids 25 are each a guide plate 29 mounted under inclusion of the upper link plate 49 and the lower link plate 48. The prepared Leitschwelle 2 is placed on the floor 3 or on a roadway. Adjacent barriers 2 are connected to each other via the coupling elements 12, 13.

Subsequently, the guide plates 29 are fixed to the bottom 3. For this purpose, the bolts of the anchoring means 37 from above (see FIG. 5 ) through the openings 53 in the side edges 8, 9 of the base body 4 and the mounting holes 52 in the first runners 25 and through the slot 36 in Anchor portion 31, 32 of the guide plate 29 is set in the bottom 3 and anchored there.

When anchoring the guide plate 29 by means of the anchoring means 37 and the contact pressure of the feet 39 is raised against the bottom 3. This is a consequence of the application of force to the feet 39, which results from the fact that the height H1 of the feet 39 is dimensioned slightly larger than the vertical height H2 of the guide plates 29. In the anchored state are the guide plates 29 and the anchor portions 31, 32nd a guide plate 29 with gap to the bottom 3. This gap is pushed away by anchoring. This results in a force that leads to increase the contact pressure of the feet 39 against the bottom 3.

The mounted vehicle restraint system 1 is mounted in a starting position or middle position above the guide arrangement 23. The median transverse plane MQE of the guide arrangements 23 coincides with the median transverse plane of the guide rail 29 and the first runner 25 and extends centrally in the direction of the median longitudinal axis MLA of the vehicle restraint system 1 In this starting position, the connecting means 45, via which the guide plates 48, 49, the guide plate 29 and the horizontal plate 27 of the first runners 25 are connected, substantially symmetrically right and left with the same distance to the median transverse plane of the guide assembly 23rd

As a result of energy input or the action of force as a consequence of an impact, the affected traffic threshold 2 of the vehicle restraint system 1 can deflect yieldingly in the respective area in the impact direction. The transverse displacement within the guide assembly 23 is limited to the lower link plate 48 at the end of the central portion 30 of the guide plate 29th at the corresponding anchor portion 31, 32 and the fold 33 comes to rest. In this way, the vehicle restraint system 1 is laterally displaced transversely depending on the impact direction. A shift to the left or right of the central longitudinal axis MLA of the vehicle restraint system 1 is indicated by the dashed representation of the system components in FIG FIG. 19 clarified. Of the Displacement path to the left or right corresponds to half the length of the slot 35 in the central portion 30 of the guide plate 29th

Due to the arrangement of the elongated holes 43, 44 in the horizontal plates 27 and the slots 36 in the anchor sections 31, 32 of the guide plates 29, a further bound degree of freedom is also given, so that the system can also move laterally limited in an impact and slightly twist.

Due to the limited compliance and transverse displacement of the vehicle restraint system 1, the starting behavior and the restraint of the vehicle restraint system 1 is improved, with a reduced effective range.

Reference numerals:

1 -

Vehicle restraint system

2 -

Traffic Guidance

3 -

ground

4 -

base body

5 -

Anfahrblech

6 -

Anfahrblech

7 -

cover sheet

8th -

side portion

9 -

side portion

10 -

face plate

11 -

face plate

12 -

coupling elements

13 -

coupling elements

14 -

tower Holm

15 -

tension rods

16 -

abutment

17 -

Abutment plate

18 -

threaded nut

19 -

feather

20 -

bottom

21 -

edge webs

22 -

groove

23 -

guide assembly

24 -

bottom

25 -

skids

26 -

skids

27 -

Horizontal plate

28 -

side walls

29 -

guide plate

30 -

midsection

31 -

armature section

32 -

armature section

33 -

fold

34 -

free space

35 -

Long hole

36 -

Long hole

37 -

anchoring means

38 -

end

39 -

stands

40 -

body

41 -

elastomer body

42 -

screw

43 -

slots

44 -

slots

45 -

connecting means

46 -

bolts

47 -

screw nuts

48 -

gate plate

49 -

gate plate

50 -

mounting hole

51 -

end

52 -

mounting hole

53 -

opening

a -

distance

LR1

- longitudinal direction

LR2

- longitudinal direction

LR3

- longitudinal direction

MLA

- Center longitudinal axis

MQE

- median transverse plane

Claims (11)

1. Vehicle retention system for road barriers, which consists of guide barriers (2) which are fitted detachably to one another, wherein each guide barrier (2) has a base body (4) with ground skids (25, 26) and at least one ground guide arrangement (23) and on at least said guide arrangement (23) can be shifted to a limited degree transversely to the road, wherein the guide arrangement (23) comprises a guide plate (29) which has a central section (30) and at the end side respectively an anchor section (31, 32), wherein the central section (30) has an elongated hole (35) running in longitudinal direction (LR1) of the guide plate (29), characterised in that each anchor section (31, 32) has an elongated hole (36) directed transversely to the longitudinal direction (LR1) of the guide plate (29) and the guide plate (29) can be secured to the ground (3) by means of anchoring means (37) guided through the elongated holes (36) in the anchor sections (31, 32) and the base body (4) can be mounted with a first skid (25) on the guide plate (29), wherein the first skid (25) possesses a horizontal plate (27) in which in the central area two elongated holes (43, 44) arranged in longitudinal direction (LR2) of the first skid (25) are provided at a distance (a) from one another, and the skid (25) is coupled with the guide plate (29) via connecting means (45) with the incorporation of at least one sliding plate (48, 49), wherein for coupling the first skid (25) to the guide plate (29) respectively a connecting means (45) is guided through the elongated hole (35) in the central section (30) of the guide plate (29) and through the elongated holes (43, 44) in the horizontal plate (27) of the first skid (25).
2. Vehicle retention system according to claim 1, characterised in that the guide arrangement (23) is arranged in an end section (38) of a guide barrier (2).
3. Vehicle retention system according to claim 1 or 2, characterised in that a free space (34) is formed underneath the central section (30) of the guide plate (29) between the anchor sections (31, 32).
4. Vehicle retention system according to any of claims 1 to 3, characterised in that the anchor sections (31, 32) are bevelled relative to the central section (30) in the direction of the ground (3).
5. Vehicle retention system according to any of claims 1 to 4, characterised in that an upper sliding plate (49) is provided which bears on the upper side of the horizontal plate (27) and a lower sliding plate (48) is provided which bears on the lower side of the central section (30).
6. Vehicle retention system according to any of claims 1 to 5, characterised in that in the outer end sections (51) of the horizontal plate (27) of the first skid (25) a mounting opening (52) is provided for guiding through the anchoring means (37).
7. Vehicle retention system according to any of claims 1 to 6, characterised in that the base body (4) on the ground side has side sections (8, 9) extending outwardly from the base body (4), wherein in each side section (8, 9) an opening (53) is provided for feeding through an anchoring means (37).
8. Vehicle retention system according to any of claims 1 to 7, characterised in that support feet (39) are arranged underneath a second skid (26) of the base body (4).
9. Vehicle retention system according to claim 8, characterised in that the height (H1) of the support feet (39) is dimensioned so that their pressing force against the ground (3) is increased by anchoring the guide plate (29) by means of anchoring means (37).
10. Vehicle retention system according to any of claims 1 or 9, characterised in that an attachment bar (14) can be mounted on the base body (4).
11. Vehicle retention system according to claim 10, characterised in that the attachment bar (14) can be connected to the base body (4) by means of tensioning rods (15), wherein the tensioning rods (15) extend in vertical direction through the attachment bar (14) and are tensioned respectively in an abutment (16) arranged in the base body (4).

Images