EP3372732B1 - Carriageway boundary element and arrangement consisting of two carriageway boundary elements - Google Patents

Description

The present invention relates to a roadway boundary element and an arrangement of two roadway boundary elements according to the preamble of the independent claim.

Various such roadway boundary elements, colloquially called guardrails, are known from the prior art. The purpose of the lane boundary is to keep vehicles in the event of an accident on the road. Generic Fahrbahnbegrenzungselemente as in EP 2 107 163 A However, they should make it possible to provide a passage for emergencies or traffic, for example if it has to be diverted.

It is with the DE 20 2004 011 860 U1 a device for opening and / or closing a passage in a roadway boundary has become known. It is a road boundary element, which is formed in two parts and wherein a first element is arranged stationary and a second element is arranged movable relative to this first stationary element. In the DE 20 2004 011 860 U1 It is proposed to move the second element by means of a traction mechanism. A disadvantage of the device according to the above-mentioned document is the fact, the accommodation of the traction mechanism. The traction mechanism is arranged within a cavity or under a cover plate. However, the above construction has a complex structure and maintenance is expensive.

It is an object of the invention to overcome these and other disadvantages of the prior art.

This object is achieved by the devices defined in the independent claims. Further embodiments emerge from the dependent claims.

A roadway boundary element according to the invention comprises a stationary element and a telescopic element. The stationary element and the telescopic element each have two side walls. The side walls of the respective elements are each interconnected. Preferably, they are interconnected such that the telescopic element and / or the stationary element are formed as a hollow profile. The telescopic element is arranged displaceably within a stationary element along a longitudinal axis. The roadway limiting element has a traction mechanism drive, in particular a chain drive, for displacing the telescopic element relative to the stationary element. The traction mechanism is arranged between a side wall of the stationary element and a side wall of the telescopic element, in particular in a recess of the telescopic element, and extends in the direction of the longitudinal axis. Preferably, the traction mechanism drive is arranged vertically, that is, a rotational axis of the drive extends in intended use substantially horizontally.

Additionally or alternatively, it can preferably be provided to arrange the traction mechanism drive in a bulge of the stationary element.

Fahrbahnbegrenzungselemente are typically placed along a road in the direction of travel. Roadway boundary elements therefore typically have an elongated extent in the roadway direction, the roadway boundary elements having a longitudinal axis which extends in the intended direction of use of the roadway boundary element in the direction of travel.

The vertical arrangement of the traction mechanism drive makes it possible to dispense with an additional support of the individual dreams.

Preferably, the telescopic element is disposed within the stationary element, wherein in a cross-section transverse to the longitudinal axis of the telescopic element is substantially enclosed by the stationary element.

The arrangement of the traction mechanism drive between a side wall of the stationary element and a side wall of the telescopic element has the advantage that an actuating device of the traction mechanism on the one hand is easily accessible, and on the other hand protected from the weather.

Is the traction drive in a recess or in a bulge of a side wall of the telescopic element resp. arranged a side wall of the stationary element, this contributes to the stability of the road boundary element. By bulges or depressions, the moment of inertia of carriers is increased. This leads to a higher bending stiffness of the element.

The traction mechanism drive preferably has a reduction. This makes it possible to move the telescopic element manually, i. An external drive or an external power supply is not necessary and can be avoided. This is advantageous if, for example, the telescopic element is emergency, e.g. must be operated by the crew of an ambulance or other emergency services.

It is preferably provided on the traction mechanism to use a crank, which can be operated manually.

The insertion of a separate crank makes it possible to remove them. Thus, a separate crank does not have to be provided for each road boundary element. To use the lane boundary member, i. In order to relatively move the telescopic element relative to the stationary element, it is therefore sufficient that the worker or the user manipulating the roadway limiting element only has to be equipped with a single crank. In addition, unintentional manipulation is prevented by removing the crank. A coupling between the traction drive and the crank can be sunk in the side wall. The risk of accidents we reduced because no protruding elements, such as the crank, remains on the road boundary element.

It is also conceivable to equip each road boundary element with a crank, which is used in case of need in the clutch. The crank can be mounted sunk for this purpose on the road boundary element.

Preferably, the telescopic element is mounted by means of rollers on the stationary element. The rollers are preferably located within the stationary element and are in operative connection with one or more stationary surfaces in the stationary element of the stationary element.

This makes it possible to use the road boundary element regardless of its underground on which it is placed. In particular, this makes it possible to move the telescopic element independently of the ground. In addition, the rollers are protected against contamination.

Preferably, a plurality of rollers are provided, wherein the rollers are preferably arranged in pairs opposite each other.

By an opposite arrangement of roles moments can be recorded. The telescopic displacement is facilitated.

It may be provided to provide rollers which support a side wall of the telescopic element on a side wall of the stationary element. A vertical guidance is made possible. In addition, it may be provided on the telescopic element, in the intended installation position above and below, to provide pairs of rollers. For a horizontal guidance of the telescopic element is possible.

In a preferred embodiment, a support roller for receiving at least a portion of the dead weight of the telescopic element may additionally be formed on the telescopic element. With an additional support roller, therefore, a force can be absorbed at the end of the telescopic element.

That is, when moving or telescoping the telescopic element, one end of the Teleskopelemetes removed with respect to the stationary element when the telescopic element is moved relative to the stationary element. Due to the weight of the telescopic element this tends to be bent with this end down. Remedy for this behavior can be created with a separate support role as described herein.

In a preferred embodiment, the roadway limiting element as described hereinbefore has at least one first element of a locking device.

This makes it possible to lock the road boundary element and in particular the telescopic element in its extended position and secure.

Preferably, the first element of the locking device is designed as a retaining bolt or as a hook.

The telescopic element can be securely locked with the hook.

It is conceivable to form the hook with a tapered mounting slot, wherein a distance of the Befestigungskulisse to a pivot point in a first position is greater than the distance of the Befestigungskulisse to the pivot point in a second position. In this case, the first element of the locking device may be formed as a disc with an eccentric.

Due to the design with a tapered contour, in particular with an eccentric, it is possible, when locking the telescopic element to bring this under a bias to a second element, in particular a retaining bolt in operative connection. By biasing a secure and positive connection is possible.

The side walls of the stationary element and / or the side walls of the telescopic element may each be formed parallel to each other.

A simple assembly and a simple arrangement of the individual elements is made possible.

The telescopic element and / or the stationary element preferably has a symmetrical cross-section to a vertical plane extending through the longitudinal axis L.

This simplifies assembly and makes it possible to use standard elements that can be used on both sides.

The recess on the telescopic element can be placed substantially centrally with respect to a vertical height of the telescopic element, which essentially corresponds to the outer dimensions of the telescopic element. This means that the depression is located in the middle third of the telescopic element.

This allows a uniform transmission of forces. Likewise, this makes it possible to arrange the traction mechanism drive approximately centrally on the stationary element.

It may be provided that the roadway limiting element has two mutually opposite traction mechanism drives (30).

The power transmission is thereby additionally facilitated and evenly distributed on both sides of the telescopic element.

In a preferred embodiment of the roadway limiting element as telescopic element and / or the stationary element bent sheet metal elements is made. In relation to the position of the road boundary element when used as intended, the stationary element may have the road boundary element substantially the contour of an upside down T's. The poor of the T form a base, the leg of the T forms a hollow profile. Within the leg is the telescopic element. This has a substantially rectangular cross-section. Both sides of the telescopic element depressions are provided. The base of the stationary element may have a bottom plate, which closes the hollow profile of the stationary element. By definition, sidewalls are elements that are laterally disposed relative to a vertical plane extending through the longitudinal axis. Both telescopic element and the stationary element are preferably designed as a welded construction.

Another aspect of the invention relates to an arrangement of two roadway boundary elements as described herein. These two road boundary elements can be connected by means of a locking device as described herein or are connected to one another. If an arrangement of two road boundary elements is designed in such a way that the road boundary elements are arranged opposite each other, an opening can be realized by telescoping the telescopic element of the first road boundary element and telescoping the telescopic element of the second road boundary element, which is essentially twice the distance of the separation a single telescopic element corresponds.

In order for vehicles of any kind can be brought by the roadway use element of a roadway to the second lane. This is particularly advantageous, for example, when there is a traffic jam on a roadway, caused by an accident or the like.

Rescue workers can thus travel to the location of the accident on a lane which is a lane away from the fall and separated by a lane boundary element, and by opening, i. telescope the respective telescopic elements, change the lane and thus reach the scene of the accident.

These road boundary elements can also be used to redirect traffic. Thus, it is possible, for example, to articulate the element designated here as stationary at an end remote from the telescopic element with fixed road boundary elements. By unhooking or opening the locking device and twisting the road boundary element and hook again the locking device so lanes can be redirected.

For example, in tunnel entrances which are multi-lane or at toll or customs offices, such an arrangement can be set up stationary. It is conceivable to couple the drive to a mechanical drive. For example, a hydraulic or an electric drive can be provided.

Figur 1:

Ein Fahrbahnbegrenzungselement in einer perspektivischen Ansicht,

Figur 2:

Das Fahrbahnbegrenzungselement aus Figur 1 in einer perspektivischen Ansicht, wobei eine Seitenwand des Fahrbahnbegrenzungselementes ausgeblendet ist,

Figur 3:

Das Fahrbahnbegrenzungselement aus Figur 1 in einer Seitenansicht,

Figur 4:

Ein Querschnitt entlang der Linie B aus Figur 3,

Figur 5:

Ein Querschnitt entlang der Linie E aus Figur 3,

Figur 6:

Ein Querschnitt entlang der Linie A aus Figur 3,

Figur 7:

Eine Anordnung aus zwei Fahrbahnbegrenzungselementen,

Figur 8:

Eine Detailansicht des Verriegelungsselementes aus Figur 7,

Figur 9:

Eine seitliche Ansicht des Verriegelungsselementes aus Figur 8.

An inventive roadway boundary element will be explained by way of example with reference to the following figures. It shows:

FIG. 1:

A road boundary element in a perspective view,

FIG. 2:

The road boundary element off FIG. 1 in a perspective view, wherein a side wall of the road boundary element is hidden,

FIG. 3:

The road boundary element off FIG. 1 in a side view,

FIG. 4:

A cross section along the line B off FIG. 3 .

FIG. 5:

A cross section along the line E out FIG. 3 .

FIG. 6:

A cross section along the line A from FIG. 3 .

FIG. 7:

An arrangement of two roadway boundary elements,

FIG. 8:

A detailed view of the locking element from FIG. 7,

FIG. 9:

A side view of the locking element off FIG. 8 ,

The FIG. 1 shows a roadway limiting element 100 according to the invention. The roadway boundary element 100 has two main elements, the stationary element 10 and the telescopic element 20. The telescopic element 20 is arranged within the stationary element 10. The roadway limiting element 100 is typically arranged along a roadway, not shown here, and therefore has a longitudinal axis L in the direction of travel. The roadway limiting element 100 essentially has the contour of an upside down T's. The arms of the T form a pedestal, which is placed in the intended use substantially in a plane parallel to the road on or next to the roadway. The telescopic element is located in the leg of the T-profile.

FIG. 2 shows the roadway boundary element 100 from FIG. 1 , wherein a part, namely a side wall, of the stationary element 10 is hidden. As a result, the telescopic element 20 is visible. Also visible is the traction mechanism 30, the present is designed as a chain drive. The chain drive 30 has two unspecified here axes and sprockets, which are arranged on the stationary element 10. The traction mechanism drive 30 has a load section 31 and a slack side 32 (see FIG. 4 , shown in simplified form in this figure), wherein the load strand 31 is connected at at least one point with a driver 33 with the telescopic element 20. By turning on one of the gears, the telescopic element 20 can now along the longitudinal axis (see FIG. 1 ) are moved. Preferably, one of the wheels is rotated by a hand crank. To facilitate the displacement of the telescopic element 20 lateral rollers 23 and overhead rollers 24 and below (not visible here) rollers 24 are arranged on the telescopic element 20 (see FIG. 6 ). These top and bottom rollers 24 take in the present case on vertical forces, the rollers 23 horizontal. The traction mechanism drive 30 is arranged in a recess 22. The drive wheels of the traction mechanism drive 30 are aligned vertically. These drive wheels are mounted on the side wall of the stationary element 10 which is hidden out here.

FIG. 3 shows the roadway boundary element 100 from FIG. 2 in a side view. Various cross sections, referred to below, are indicated.

FIG. 4 shows a cross section along the line B from FIG. 3 , The telescopic element 20 is disposed within the stationary element 10. Both elements are essentially each formed from two separate halves. A one-piece production would be just as conceivable. Within the telescopic element 20, two diametrically opposed, lateral rollers 23 are arranged. These rollers are supported on a side wall 11 of the stationary element 10. A second pair of rollers, which to this first pair of rollers along a through the longitudinal axis L (please refer FIG. 1 ) and formed by the legs of the T-profile extending plane is symmetrical, is in a plane parallel to the sheet plane. This means that the telescopic element is thus supported by two rollers on both sides of the stationary element 10. With reference to FIG. 2 it can be seen that two such arrangements of rollers 23 are present on the present telescopic element. In the FIG. 4 In addition, a recess 22 can be seen, in which the chain drive 30 (see FIG. 6 ) is arranged. In the illustration according to FIG. 4 only the slack side 32 and the load strand 31 of the chain drive 30 is visible.

FIG. 5 shows a cross section along the line E from FIG. 3 , In the FIG. 5 is a support roller 25 can be seen, which is arranged on the telescopic element 20. This support roller 25 extends through an unspecified bottom plate of the base of the stationary element 10, so that this support roller 25 can come into contact with the ground.

The FIG. 6 shows a cross section along the line A of the FIG. 3 , In the FIG. 6 the rollers 24 are visible, which support the telescopic element relative to the stationary element 10. The in the FIG. 6 underlying rollers 24 are in contact with the base of the stationary element 10 and roll over this base. In addition, 20 more rollers 24 are arranged at the top of the telescopic element, which limit the telescopic element vertically upwards in its mobility. In the FIG. 6 In addition, a recess 22 in the side wall 21 of the telescopic element 20 is visible. The chain drive 30 is disposed within this recess 22.

FIG. 7 shows an arrangement of two roadway boundary elements 100 and 100 '. The roadway boundary element 100 is according to the invention formed and has a telescopic element 20. The roadway delimiting element 100 'is in the present case without a telescopic element 20. However, it has a similar in shape to the telescopic element 20 inner element 50. However, it is conceivable that the roadway limiting element 100 'is also formed with a telescopic element 20. At the ends of the roadway boundary elements 100 and 100 ', the locking device 40 is formed.

FIG. 8 shows a detail of the locking device 40 from the FIG. 7 , The locking device 40 is presently formed of two main elements, a retaining pin 41 and a hook with a tapered contour. The hook is presently designed as a disc with an eccentric 42. The retaining bolt 41 is arranged on the road boundary element 100 ', the eccentric on the road boundary element 100. The eccentric 42 is rotatably mounted about a pivot pin 43.

FIG. 9 shows a side view according to the FIG. 8 , The eccentric 42 is how to FIG. 8 explained, around a pivot pin 43 is rotatably mounted. The eccentric 42 can be rotated in the direction of arrow P. At the eccentric 42 a mounting backdrop 44 is arranged. The mounting link 44 has a first distance X1 and a second distance X2 to the pivot pin 43, so it is tapered. The mounting link 44 is configured with this distance to come into operative connection with the retaining bolt 41. The distance X1 is greater than the distance X2. Thus, the eccentric 42 can be brought into engagement with the retaining bolt 41. By turning the eccentric 42 in the direction of arrow P, a distance between the road boundary element 100 and the road boundary element 100 'is shortened. As soon as the end faces of the roadway boundary elements 100 and 100 'meet and the eccentric 42 further into Arrow direction P is rotated, arises between the road boundary elements 100 and 100 ', a bias. The roadway boundary elements 100 and 100 'are thus securely connected.

Claims (13)

1. A roadway boundary element (100) comprising
   one stationary element (10) and
   one telescopic element (20),
   the stationary element (10) and the telescopic element (20) each having two side walls (11; 21) which are each connected to one another,
   the telescopic element (20) being arranged displaceably along a longitudinal axis (L) within the stationary element (10), the road boundary element (100) having a traction drive (30) extending in the direction of the longitudinal axis, in particular a chain drive, for displacing the telescopic element (20) relative to the stationary element (10),
   characterized in that
   the traction drive (30) is arranged between a side wall (11) of the stationary element (10) and a side wall (21) of the telescopic element (20), in particular in a recess (22) of the telescopic element (20).
2. The roadway boundary element (100) according to claim 1, characterized in that the traction drive (30) has a reduction ratio, the traction drive preferably being drivable by means of a hand crank.
3. The roadway boundary element (100) according to one of claims 1 or 2, characterized in that the telescopic element (20) is mounted at the stationary element (10) by means of rollers (23, 23'; 24, 24').
4. The roadway boundary element (100) according to claim 3, characterized in that the rollers (23, 23'; 24, 24') are each arranged in pairs opposite one another.
5. The roadway boundary element (100) according to one of claims 1 to 4, characterized in that a supporting roller (25) is formed at the telescopic element (20) for receiving at least part of the dead weight of the telescopic element.
6. The roadway boundary element (100) according to any one of claims 1 to 5, comprising at least a first element of a locking device (40).
7. The roadway boundary element (100) according to claim 6, characterized in that the first element of the locking device (40) is formed as a holding bolt (41) or as a hook (42).
8. The roadway boundary element (100) according to one of claims 1 to 7, characterized in that the side walls (11) of the stationary element (10) and/or the side walls (21) of the telescopic element (20) are each constructed parallel to one another.
9. The roadway boundary element (100) according to one of claims 1 to 8, characterized in that the telescopic element (20) and/or the stationary element (10) have a cross-section symmetrical to a vertical plane extending through the longitudinal axis L.
10. The roadway boundary element (100) according to one of claims 1 to 9, wherein the recess (22) on the telescopic element (20) is placed substantially centrally with respect to a vertical height of the telescopic element.
11. The roadway boundary element (100) according to one of claims 1 to 10, wherein the roadway limiting element (100) has two mutually opposite traction drives (30).
12. An arrangement comprising two roadway boundary elements (100) according to one of claims 6 to 11, characterized in that they can be connected or are connected to one another by means of the locking device (40).
13. The arrangement according to claim 12, characterized in that a prestress between the two roadway boundary elements (100) can be produced by means of the locking device (40).

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