EP3400336B1 - Segment de barrière de sécurité déplaçable - Google Patents

Segment de barrière de sécurité déplaçable Download PDF

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Publication number
EP3400336B1
EP3400336B1 EP17700098.1A EP17700098A EP3400336B1 EP 3400336 B1 EP3400336 B1 EP 3400336B1 EP 17700098 A EP17700098 A EP 17700098A EP 3400336 B1 EP3400336 B1 EP 3400336B1
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EP
European Patent Office
Prior art keywords
crash barrier
chassis
barrier section
section
undercarriage
Prior art date
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Application number
EP17700098.1A
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German (de)
English (en)
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EP3400336A1 (fr
Inventor
Hermann Wenger
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.)
Wenger Projekte und Coaching
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Wenger Projekte und Coaching
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Publication of EP3400336A1 publication Critical patent/EP3400336A1/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
    • 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
    • E01F15/006—Lane control by movable lane separating barriers, e.g. shiftable barriers, retractable kerbs ; Apparatus or barriers specially adapted therefor, e.g. wheeled barriers
    • 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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • 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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/085—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using metal
    • 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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/088—Details of element connection

Definitions

  • the present invention relates to a guardrail section according to the preamble of claim 1, a guardrail system according to the preamble of claim 10, a road switch according to the preamble of claim 11, and a method for displacing a guardrail section according to the preamble of claim 15.
  • Guardrails also called guardrails or guardrails
  • guardrails are passive restraint systems, which are mostly made of steel, on roads. They essentially serve to prevent vehicles, especially passenger cars or trucks, from striking a road. On the one hand, areas outside the road are protected from a vehicle impact, on the other hand, more serious effects on the vehicle can be prevented by falling down slopes or collisions, e.g. with oncoming traffic or with tree growth. Furthermore, potential consequences of an accident are reduced, which is achieved by absorbing the kinetic energy of the vehicle by deforming the guardrail in the course of an impact.
  • guardrail systems Since the advent of motorized road traffic, fixed guardrail systems in particular have become established. However, mobile systems are now widely used to secure construction sites. Special requirements are placed on such systems, particularly when used on high-performance roads, where, due to the extremely high volume of traffic, a mobile guardrail must be attached in a particularly short time. However, especially with said high-performance roads, there are also special requirements for the flexibility of guardrail systems. For example, there are swiveling, semi-mobile systems with them the traffic can optionally be directed to one of two different lanes. In addition, in particular in the case of middle guardrails, permanently installed locking systems are known, by means of which a guardrail can be opened if desired and traffic can be diverted to the oncoming lane.
  • guardrail systems Due to the steadily growing volume of traffic, semi-mobile guardrail systems have also recently been introduced, which can be moved between different lanes depending on the traffic situation. For example, it is conceivable to operate a five-lane expressway in the morning traffic with three lanes in one direction and two lanes in the other direction and to move the central guardrail during the day to move the road in the evening after work with two lanes in one direction and to operate three lanes in the other direction.
  • the EP 2 784 221 A1 a guardrail system with an extendable chassis device.
  • This system makes it possible to move a guardrail section in its transverse direction.
  • no other direction of travel is possible.
  • the entire weight of the guardrail section is supported on the same when the chassis device is extended, which can result in a significant mechanical load.
  • the system should be integrable into existing guardrail systems and should be inexpensive to manufacture. It should have compact dimensions and still be usable in combination with systems that have a comparatively high weight per unit length.
  • a guardrail section which has the features in claim 1.
  • Said guardrail section comprises a deflection body, in particular extending in a longitudinal direction, with at least one undercarriage movable between a standby position and a travel position.
  • the at least one undercarriage is retracted into a receptacle of the deflecting body in the ready position and moved out of the receptacle in the travel position such that the guardrail section can be moved on a base, in particular a road section.
  • the guardrail section additionally comprises a lifting device, in particular comprising a pressure medium cylinder, preferably a hydraulic cylinder, preferably an oil or water hydraulic cylinder, with which the guardrail section can be lifted off the base for extending and retracting the undercarriage.
  • the lifting device can also comprise a spindle drive, a stick winch or another driven or manual lifting means.
  • the deflecting body can have a cross-sectional profile which is essentially U-shaped in the longitudinal direction and is open at the bottom and which forms the receptacle and from which the undercarriage and the lifting device can be extended.
  • Mobile guardrail systems with such cross-sectional profiles are already widely used today, which makes the guardrail section described here ideal as a modular extension of the same.
  • the structure of a deflection body configured in this way does not have to be changed in order to integrate a chassis or a lifting device, as a result of which its impact safety is always guaranteed.
  • no additional parts need to be attached to the exterior of the guardrail section that could endanger a vehicle leaving the lane.
  • the at least one undercarriage can be mounted, in particular individually, pivotably or rotatably.
  • the at least one undercarriage can be pivotally or rotatably mounted such that its direction of travel, in particular individually, can be controlled.
  • controllable means that the direction of travel of the chassis can be influenced if desired. On the one hand, this can take place in a state in which the chassis has contact with the base. However, this is also possible in a state in which the undercarriage is raised from the surface.
  • the guardrail section can optionally be moved in different directions, as a result of which it can be used particularly flexibly.
  • the individual controllability of the at least one undercarriage is particularly central, since such systems can be expanded as desired.
  • the guardrail section can be designed such that it can be integrated into existing guardrail systems.
  • systems which were originally not movable can also be converted in such a way that they can be moved flexibly along their transverse or longitudinal direction, or any direction in between.
  • the at least one undercarriage can be pivotably or rotatably mounted about a vertical axis that is in particular oriented.
  • the at least one undercarriage for controlling its direction of travel can be pivotably or rotatably mounted about an in particular vertically oriented vertical axis.
  • Such a configuration of the undercarriage represents a particularly reliable and mechanically simple control.
  • the vertical alignment of the vertical axis minimizes the forces acting on it in the course of a control process.
  • the undercarriage can be moved into the standby position with the direction of travel in the longitudinal direction of the guardrail section and a travel direction in the transverse direction of the guardrail section can be set in the travel position.
  • the undercarriage can have at least two rollers arranged one behind the other in the direction of travel, the center distance of the at least two rollers being greater than the maximum cross-sectional width of the receptacle, at least in the travel position.
  • the chassis can be pivoted or rotated at the same time, in particular via a link guide, during the retraction and / or extension.
  • a link guide means that the undercarriage can also be extended, retracted and rotated in a mechanically simple and reliable manner. The reliability is particularly relevant, since simply extending the undercarriage without rotating or swiveling, depending on the design of the guardrail section, can cause it to tip over.
  • a combined rotating or swiveling and extending or retracting movement can also be achieved with a so-called rotating / lifting cylinder, as is known in the prior art and commercially available.
  • the at least one undercarriage can be designed as a support undercarriage and the guardrail section additionally comprise at least one supporting undercarriage which can be moved into a standby position in the receptacle of the deflecting body and can be extended into a travel position outside the receptacle of the deflecting body.
  • the weight force acting on the support chassis can be reduced. This leads in particular to a reduction in the surface pressure acting on the base.
  • the at least one support chassis can have at least two coaxially arranged rollers with a direction of travel in the transverse direction of the guardrail section.
  • the support undercarriage and the support undercarriage can be mechanically coupled to one another for retracting and / or extending.
  • the guardrail section can make do with only one mechanism for retracting and / or extending.
  • the at least one undercarriage can comprise at least two swivels which can be pivoted in opposite directions about a common axis, on the free ends of which rollers are attached, the swings being able to be swung apart when the undercarriage is extended and pivoted together when the undercarriage is retracted. This makes it possible to provide a chassis that is particularly space-saving when retracted.
  • the angle enclosed by the rockers in the travel position can be greater than 90 °, preferably greater than 120 °, preferably greater than 150 °.
  • a particularly preferred angle for such a chassis is also 180 °.
  • the at least one undercarriage can also have pairs of rollers arranged in a highly axial manner. This ensures that the stability of the guardrail section is guaranteed in any control position.
  • the at least one undercarriage can have at least one caterpillar running on the rollers, and possibly also on intermediate rollers, preferably in the form of a toothed belt.
  • a caterpillar By using a caterpillar, the basis weight exerted by the undercarriage on the base can be reduced. This is particularly important when used on construction sites where the surface can be soft and uneven.
  • the presence of a caterpillar can also be relevant when driving on an asphalt road, especially if it is warmed up in summer by increased solar radiation and is therefore deformable.
  • the at least one rocker can also include a finger which projects beyond its pivot point and which maintains the tension of the caterpillar when the chassis is pivoted together.
  • a finger which projects beyond its pivot point and which maintains the tension of the caterpillar when the chassis is pivoted together.
  • the at least one undercarriage can be moved into the standby position in the receptacle with its direction of travel transverse to the longitudinal direction of the guardrail section.
  • the center distance of rollers mounted on opposite rockers in the travel position can be greater than the maximum cross-sectional width of the receptacle.
  • the at least one undercarriage in particular in the form of a support undercarriage, and / or the at least one supporting undercarriage, can comprise a travel drive, in particular an electric motor or a hydraulic motor, preferably an oil or water hydraulic motor.
  • a travel drive in particular an electric motor or a hydraulic motor, preferably an oil or water hydraulic motor.
  • Such drives have become established in the prior art and can be easily integrated into the system described.
  • an electric motor this can be supplied with energy both by an external power supply and by batteries installed in the receptacle of the deflector.
  • a hydraulic motor it is conceivable on the one hand to supply it externally with hydraulic medium, and on the other hand a hydraulic module can also be installed within the receptacle of the deflecting body.
  • a water hydraulic motor has the advantage over an oil hydraulic motor that the environmental hazard posed by potentially leaking hydraulic medium is minimized.
  • Such a guardrail section can comprise at least 2, in particular 3, 4, 5, 6, 7, 8, 9 or 10 trolleys, in particular support trolleys and / or support trolleys, with which the guardrail section can be moved, the trolleys preferably simultaneously, but in particular also are individual, controllable.
  • the simultaneous control of the trolleys makes moving the guardrail section particularly easy for a user.
  • the trolleys can be controlled via one or more control units attached to the deflector.
  • the control of the landing gear is also possible via a cable or radio remote control.
  • variants are also conceivable in which the undercarriages are controlled via a computer program which is installed on a cell phone known in the prior art. Because each undercarriage can be individually controlled, and preferably also driven, the system can be expanded as desired.
  • a guardrail section can comprise at least 2, in particular 3, 4, 5, 6, 7, 8, 9 or 10 lifting devices. With regard to the number of lifting devices, the guardrail section described here can be easily adapted to the respective application.
  • the precise design of the guardrail section in particular the design, number and arrangement of the undercarriage or the undercarriages, or the lifting device or the lifting devices, can be adapted to the respective application.
  • the size and shape of the deflector can represent an important framework.
  • Other relevant factors are the type and duration of use of the guardrail section and / or the nature of the surface on which it is to be used.
  • a further aspect of the present invention relates to a guardrail system which comprises a plurality of adjustable guardrail segments which can be connected to one another on the end face in a tensile manner, in particular in a form-fitting manner, optionally also in a force-fitting manner.
  • At least one movable guardrail segment in particular a guardrail section as described above, can be used between two adjustable guardrail segments.
  • the adjustable guardrail systems can thus be lifted and moved.
  • Such a guardrail system offers the advantage that it can be used extremely flexibly, especially on high-performance roads, preferably in the area of construction sites. It offers a wide range of options for quickly adapting traffic routing to the respective requirements, and yet offers a very high level of safety in the event of a vehicle crash.
  • the length of the adjustable guardrail segments can be 5 to 20 m, preferably 8 to 16 m, preferably 10 to 14 m.
  • Guardrail segments with such lengths have proven themselves for mobile guardrail systems. Such segments can still be easily transported by truck and still offer sufficient efficiency in terms of their number.
  • the present invention also relates to a road switch with at least one adjustable tongue, in particular two adjustable tongues, each comprising at least one guardrail section described above.
  • a road switch of this type for example, a change in the traffic routing of a high-performance road from four to three lanes can be achieved.
  • the at least one tongue can be pivoted in the horizontal direction about an essentially vertically oriented axis.
  • the at least one tongue can also be designed to be flexible in the horizontal direction, in particular by the flexible connection of individual guardrail sections which can be connected to one another at the end on a tensile side, in particular in a form-fitting manner, optionally also in a force-fitting manner.
  • a flexible configuration of the tongues or tongues offers the advantage that a kink in the guardrail is avoided. This can endanger of a vehicle can be significantly reduced in the event of an impact.
  • the guardrail section is raised from the base by a lifting device, preferably comprising a pressure medium cylinder, preferably an oil or water hydraulic cylinder, and then lowered again.
  • a lifting device preferably comprising a pressure medium cylinder, preferably an oil or water hydraulic cylinder
  • the direction of travel of the at least one undercarriage can be selected, preferably controlled, in particular by swiveling or rotating about a vertically oriented vertical axis (H).
  • the guardrail section for selecting, preferably controlling, the direction of travel can be raised from the support by the lifting device and then lowered again.
  • a guardrail section 1 comprises a deflection body 2, which is composed of two legs 14 and 14 '.
  • the nearly vertical legs 14 and 14 ' run at their lower ends into the substantially horizontal end portions 15 and 15', which form a support for the guardrail portion 1.
  • An upper end profile 18 is placed on the deflector body 2.
  • Both the deflector 2 and the end profile 18 are made of hot-dip galvanized steel. It is a material that is comparatively inexpensive and yet offers extremely high mechanical stability. In addition, hot-dip galvanized steel is long-lasting corrosion-resistant and can be recycled in an environmentally friendly manner at the end of the lifespan of the guardrail section.
  • the hooking elements 17, 17 'and 17 " are attached in the end regions of the guardrail section 1. These allow a stable and tensile connection to be made between successive guardrail sections 1 or guardrail segments 13 of a guardrail in a simple and efficient manner End portions 15 and 15 'of the legs 14 and 14' of the deflector body, which run essentially horizontally, have screw holes 16, 16 'and 16 ". Through these adjacent screw holes 16, 16 'and 16 ", adjacent guardrail sections 1 can additionally be screwed to one another. The screwing of the guardrail sections 1 additionally guarantees a secure connection of the same, even if they were raised by a vehicle impact.
  • a guardrail section 1 according to the invention differs only slightly from the outside from an adjustable guardrail segment known in the prior art.
  • guardrail section 1 can be raised from a base 5 by extending the lifting device 6 out of the receptacle 4 formed by the deflecting body 2.
  • Figure 3 shows one of the Figure 2 corresponding illustration, but hidden with the front leg 14 of the deflector 2.
  • a carriage 3 and the lifting device 6 are arranged in the interior of the receptacle 4.
  • further components of the guardrail section 1 according to the invention which are not shown in the present illustration, such as a hydraulic module 26 or batteries for supplying the system with energy, can be arranged in the interior of the receptacle 4.
  • the undercarriage 3 is also extended from its ready position in the receptacle 4 to its moving position.
  • the undercarriage 3 can be designed in such a way that it can be controlled even under full load with the weight of the guardrail section 1 and possibly other adjustable guardrail segments 13 connected thereto. Then the lifting device 6 for controlling the direction of travel of the chassis 3 can be drawn into the receptacle 4 of the deflecting body 2, as shown in FIG Figure 5 is shown.
  • the undercarriage 3 can also be designed such that it cannot be controlled under load. Then the chassis 3 with the lifting device 6 in the extended position in its moving position is slightly raised from the base and then rotated or pivoted about a vertically oriented vertical axis as in the present exemplary embodiment. So the chassis is in Figure 6 for example, pivoted through 90 degrees. Accordingly, the guardrail section 1, as in Figure 7 shown, can be moved along its longitudinal direction with the lifting device 6 retracted.
  • FIG 8 is one of the Figure 7 Corresponding situation is shown, but the chassis 3 is only pivoted by 45 degrees here.
  • the guardrail section 1 can thus be moved with the undercarriage 3 in a direction which lies between its transverse and longitudinal directions.
  • FIGs 9 and 10 show an alternative embodiment of a guardrail section 1 according to the invention, each with two trolleys 3 and 3 'and two lifting devices 6 and 6'.
  • the two trolleys 3 and 3 ' can optionally be controlled simultaneously, but in any case individually.
  • Figure 9 shows the two trolleys 3 and 3 'aligned with their direction of travel transverse to the longitudinal direction of the guardrail section 1
  • Figure 10 shows the two trolleys 3 and 3 'aligned with their direction of travel in the longitudinal direction of the guardrail section.
  • the undercarriage 3 comprises a lifting and rotating cylinder 19, with which it can be extended from its ready position in the receptacle 4 of the deflecting body 2 to the travel position.
  • the undercarriage 3 comprises a base body 20, to which the rockers 7 and 7 'are attached in pairs.
  • the undercarriage 3 is shown without caterpillars 10, so that the tooth profile on the rollers 9 is clearly visible.
  • the rockers 7 'each have a finger 11 which projects beyond the axis A and which, when the undercarriage is in its ready position, maintains the tension of the caterpillar 10.
  • the undercarriage 3 is driven by the hydraulic motors 12, with a separate hydraulic motor 12 being provided for each pair of rockers 7 and 7 ′ with a caterpillar 10 (not shown here).
  • FIG 12 are details of the in Figure 11 shown chassis, but in its travel position, can be seen in more detail.
  • the undercarriage 3 can thus be moved on the base 5.
  • the motors 12 can only be operated in the same direction, so that they only serve to drive the chassis.
  • the control of the undercarriage is then accomplished by the lifting and rotating cylinder 19, which not only can raise and lower the undercarriage 3, but can also pivot or rotate about a vertically oriented vertical axis with a separate swivel drive. However, a swivel output can also be dispensed with in the lifting and rotating cylinder 19.
  • the chassis is then controlled by operating the hydraulic motors 12 against or unilaterally.
  • FIG. 13 shows the lifting device 6 in the retracted state, Figure 14 in the extended state.
  • FIGS. 15 to 18 show a further alternative embodiment of a guardrail section 1 according to the invention.
  • Its deflecting body 2 (not shown completely) is similar in structure to that described above.
  • the front leg 14 is omitted and only the rear leg 14 'and the essentially horizontal end section 15' can be seen.
  • a chassis 3 and a lifting device 6 are likewise arranged in the receptacle 4 of the guardrail section 1 formed by the deflecting body 2.
  • a hydraulic module 26 is accommodated in the receptacle 4.
  • guardrail section 1 is raised from a base 5 by extending the lifting device 6 in a manner analogous to the previously discussed exemplary embodiments.
  • the undercarriage 3 is also extended from the ready position in the travel position.
  • the base body 20 of the undercarriage 3 is guided in by the guide profiles 29, 29 '.
  • a slidably mounted hydraulic cylinder 21 ' uniformly pulls together the legs 30, 30' acting on the base body 20, as a result of which the undercarriage 3 is extended from the receptacle 4.
  • This configuration in particular allows the total height the chassis construction when retracted ( Figures 15 and 16 ) are minimized, which is important for the installation of the chassis 3 in guardrail systems already established on the market.
  • the lifting device 6 is retracted.
  • the guardrail section 1 now rests from the undercarriage 3.
  • the undercarriage 3 has a pair of rockers 7, 7 ′, which are arranged offset on one another on the base body 20.
  • Rollers 9, 9 ' are attached to the rockers 7, 7' on both sides (only partially provided with reference numerals for a better overview).
  • a part of these rollers 9, 9 ' is driven by the travel drive 12, which is also designed here as a hydraulic motor.
  • the drive train is formed by the chains 31, 31 'and the pivot axis 32.
  • FIGS 19 to 22 show a further alternative embodiment of a guardrail section 1 according to the invention.
  • the undercarriage is designed as a supporting undercarriage 27.
  • a support chassis 28 is available.
  • Both the support undercarriage 27 and the support undercarriage 28 are retracted into the receptacle 4 of the guardrail section 1.
  • the support undercarriage 28 is rotated with its direction of travel in the longitudinal direction of the guardrail section.
  • the support carriage 28 has a plurality of rollers 9, 9 'which are arranged one behind the other in the direction of travel.
  • the support carriage 28 also has a plurality of rollers 9 "(only partially provided with reference numerals). In contrast to the support carriage 27, however, these are arranged coaxially.
  • the guardrail section 1 is raised from the base 5. Wies is done analogously to the previously discussed Exemplary embodiments with the lifting device 6.
  • the support undercarriage 27 and the support undercarriage 28 can then be extended as is the case with the Figure 21 can be seen. This is done by actuating the hydraulic cylinder 21 ′′, which acts on the undercarriage frame 33 of the support undercarriage 28.
  • the support undercarriage 27 is mechanically coupled with the support undercarriage 28 via the undercarriage frame 33.
  • the lifting device 6 is retracted into the receptacle 4.
  • the guardrail section 1 thus rests essentially on the support frame 28, the support frame 27 performing a support function and preventing the latter from tipping over.
  • the guardrail section 1 can be moved via the travel drive 12. This is coupled via the chain 31 to the axis 35 of the support frame 28.
  • the starting point is a four-lane motorway with lanes A, B, C and D. Lanes C and D have to be closed, for example due to renovation. To this end, the traffic is to be diverted onto lanes A ', B' and a further lane E in three lanes.
  • the starting point is Figure 23 .
  • the traffic is directed in a first direction on lanes A and B, which merge into lanes A ⁇ and E through road switch 36.
  • the traffic in the three-lane section is only on lane B '. This changes into lane D, while lane C is blocked in the area of the road switch.
  • traffic on lanes C and D can again be carried out in two lanes after the road switch.
  • the Figure 24 shows the road switch 36 after it has been changed over.
  • the tongues 37, 37 ' (shown here as thick lines) are each equipped with a plurality of movable guardrail sections 1 as described above.
  • the 37, 37 'tongues are flexible in the horizontal direction. By separately controlling the individual trolleys 3, their bend can thus be ideally adapted to the course of the lane or precisely defined.
  • Track A now changes to track E.
  • Lane B is blocked in the area of road 36.
  • Tracks C and D merge into tracks A 'and B'. With the road switch shown, the traffic can thus be guided in either the first or the second direction in two or one lane.
  • the ends 38, 38 'of the tongues 37, 37' can be releasably tensile on the end face, in particular in a form-fitting manner, if necessary also additionally non-positively, with the further fixed guardrail construction.

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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. Section de glissière de sécurité (1) comprenant un corps de déviation (2) s'étendant en particulier dans une direction longitudinale et comportant au moins un châssis (3) mobile entre une position d'attente et une position de déplacement, dans laquelle le au moins un châssis (3) est rétracté dans un réceptacle(4) du corps de déviation (2) dans la position d'attente et est sorti du réceptacle (4) dans la position de déplacement de telle sorte que la section de glissière de sécurité (1) peut être déplacée sur un support (5), en particulier une section de route, caractérisé en ce que la section de barrière de sécurité (1) comprend en outre un dispositif de levage (6), comprenant en particulier un cylindre à fluide sous pression, de préférence un cylindre hydraulique, de préférence un cylindre hydraulique à huile ou à eau, avec lequel la section de glissière de sécurité (1) peut être soulevée du support (5) pour l'extension et la rétraction du châssis (3) et ainsi il peut être évité que le poids de la section de glissière de sécurité (1) agisse sur le châssis (3) pendant son extension et sa rétraction.
  2. Section de glissière de sécurité (1) selon la revendication 1, caractérisée en ce que le au moins un châssis (3) est monté, en particulier individuellement, de manière pivotante ou rotative.
  3. Section de glissière de sécurité (1) selon la revendication 2, caractérisée en ce que le au moins un châssis (3) est monté de manière à pouvoir pivoter ou tourner autour d'un axe de hauteur, en particulier d'un axe de hauteur aligné verticalement.
  4. Section de glissière de sécurité (1) selon la revendication 3, caractérisée en ce que le châssis (3) peut être déplacé en position d'attente avec le sens de déplacement dans la direction longitudinale de la section de glissière de sécurité (1) et en position de déplacement, un sens de déplacement dans la direction transversale de la section de glissière de sécurité (1) peut être réglé.
  5. Section de glissière de sécurité (1) selon la revendication 4, caractérisée en ce que le châssis (3) présente au moins deux rouleaux disposés l'un derrière l'autre dans le sens de la marche, l'entraxe des broches des au moins deux rouleaux étant supérieur à la largeur maximale de la section transversale du réceptacle (4) au moins en position de marche.
  6. Section de glissière de sécurité (1) selon l'une des revendications 2 à 5, caractérisée en ce que le châssis, en particulier par l'intermédiaire d'un guidage coulissant, peut être pivoté ou tourné simultanément lors de la rétraction et/ou de l'extension.
  7. Section de glissière de sécurité (1) selon l'une des revendications 1 à 6, caractérisée en ce que le au moins un châssis est conçu comme un châssis de support et la section de glissière de sécurité (1) comprend en outre au moins un châssis porteur qui peut être rentré dans une position de disponibilité dans le réceptacle (4) du corps de déviation (3) et sorti dans une position de déplacement à l'extérieur du réceptacle (4) du corps de déviation (3).
  8. Section de glissière de sécurité (1) selon la revendication 7, caractérisée en ce que le châssis de support, au nombre d'au moins un, présente au moins deux rouleaux disposés coaxialement avec un sens de déplacement dans la direction transversale de la section de glissière de sécurité (1).
  9. Section de glissière de sécurité (1) selon l'une des revendications 7 ou 8, caractérisée en ce que le châssis de support et le châssis porteur sont couplés mécaniquement l'un à l'autre pour la rétraction et/ou l'extension.
  10. Système de glissière de sécurité comprenant plusieurs segments de glissière de sécurité réglables (13, 13') qui peuvent être reliés entre eux sur les faces frontales de manière résistante à la traction, en particulier par complémentarité de forme, le cas échéant également par adhérence, caractérisé en ce qu'au moins un section de glissière de sécurité mobile (1) selon l'une des revendications 1 à 9 peut être inséré entre deux segments de glissière de sécurité réglables (13, 13'), les segments de glissière de sécurité réglables (13, 13') pouvant être soulevés et déplacés.
  11. Aiguillage de route avec au moins une lame d'aiguille réglable, en particulier deux lames d'aiguille réglables, comprenant chacune au moins une section de glissière de sécurité (1) selon l'une des revendications 1 à 9.
  12. Aiguillage de route selon la revendication 11, caractérisé en ce que la ou les lames d'aiguille sont montées de manière à pouvoir pivoter dans la direction horizontale autour d'un axe orienté sensiblement verticalement.
  13. Aiguillage de route selon l'une des revendications 11 ou 12, caractérisé en ce que la ou les lames d'aiguille sont conçues de manière à être flexibles dans la direction horizontale, notamment par la liaison flexible de différents section de glissière de sécurité, qui peuvent être reliés entre eux au niveau des faces frontales de manière résistante à la traction, notamment par complémentarité de forme, et le cas échéant également par adhérence.
  14. Système de glissières de sécurité selon la revendication 10 ou de aiguillage de route selon l'une des revendications 11 à 13, caractérisé en ce que plusieurs châssis peuvent être commandés séquentiellement ou simultanément, mais en tout cas individuellement.
  15. Procédé pour déplacer une section de glissière de sécurité (1), en particulier une section de glissière de sécurité (1) selon l'une des revendications 1 à 9, comprenant les étapes suivantes
    i. Mouvement, en particulier extension, d'au moins un châssis (3) d'une position d'attente à une position de déplacement;
    ii. Déplacement de la section de la glissière de sécurité sur un support (5), en particulier sur une section de route, avec au moins un châssis(3) ;
    iii. Mouvement, en particulier l'escamotage, d'au moins un châssis (3) d'une position de déplacement à une position d'attente,
    caractérisé en ce que la section de glissière de sécurité (1) pour le déplacement du au moins un châssis (3) en position de disponibilité ou en position de déplacement est soulevée de la base par un dispositif de levage (6), comprenant de préférence un cylindre à fluide sous pression, de préférence un cylindre hydraulique à huile ou à eau, prévu en plus du châssis (3), et est ensuite abaissée à nouveau et ainsi il peut être évité que le section de glissière de sécurité(1) agisse sur le châssis (3) pendant son extension et sa rétraction.
EP17700098.1A 2016-01-05 2017-01-03 Segment de barrière de sécurité déplaçable Active EP3400336B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PCT/EP2016/050059 WO2017118475A1 (fr) 2016-01-05 2016-01-05 Segment de barrière de sécurité déplaçable
PCT/EP2017/050042 WO2017118620A1 (fr) 2016-01-05 2017-01-03 Segment de barrière de sécurité déplaçable

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EP3400336A1 EP3400336A1 (fr) 2018-11-14
EP3400336B1 true EP3400336B1 (fr) 2020-03-18

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EP (1) EP3400336B1 (fr)
AU (1) AU2017205067A1 (fr)
CA (1) CA3010152A1 (fr)
SG (1) SG11201805747UA (fr)
WO (2) WO2017118475A1 (fr)

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CN110409342B (zh) * 2019-07-31 2021-05-04 重庆工程职业技术学院 市政道路用安全防护装置
NL2023715B1 (en) 2019-08-27 2021-05-11 Laura Metaal Holding B V Roadblock for temporary installation to block traffic and/or as a security precaution
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Publication number Publication date
WO2017118475A1 (fr) 2017-07-13
SG11201805747UA (en) 2018-08-30
WO2017118620A1 (fr) 2017-07-13
US20190301117A1 (en) 2019-10-03
AU2017205067A1 (en) 2018-07-26
EP3400336A1 (fr) 2018-11-14
US10697140B2 (en) 2020-06-30
CA3010152A1 (fr) 2017-07-13

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