EP3652382B1 - Terminal element of a traffic barrier device, transition system, and method for providing impact protection - Google Patents

Description

The present invention relates to an end element of a lane delimitation device, a transition system comprising at least one lane delimitation device with an end element and a method for providing collision protection on an end element of a lane delimitation device.

Various roadway delimitation devices, also known colloquially as crash barriers, are known from the prior art. The purpose of lane delimitation is to hold the vehicle back on the lane in the event of an accident. However, generic roadway delimitation devices should make it possible to provide a passage for emergencies or for traffic, for example if it has to be diverted.

With the EP 2 784 222 B1 For example, a mobile crash barrier has become known. This mobile crash barrier EP 2 784 222 is suitable for use in a transfer system. A generic reconciliation system is, for example, in DE 600 14 502 T2 shown. Also shown is such a gateway system in the as yet unpublished PCT application PCT/EP 2017/050042 . Typically, transition systems have two pivotable lane delineators or crash barriers. A passage can be created by pivoting, which serves as a transition for the vehicles, for example from a first lane into a second lane.

The crash barrier device as in EP 2 784 222 shown has a folding element which can be lowered and is referred to as a short lowering (a special form of a standard lowering). can. This folding element is arranged on the front side of the crash barrier device. The purpose of this brief lowering is to provide collision protection when the crash barrier element is not arranged in line with another crash barrier element and there is a risk that a vehicle could collide with the crash barrier element at the front. The end face includes the area of a crash barrier element that terminates the crash barrier element along a longitudinal axis. The longitudinal axis is defined as an axis in the longitudinal direction of the lane delimitation device.

For safety in the event of a vehicle driving into the lane delimitation device, it is necessary for the lane delimitation device to absorb high forces in the longitudinal direction. For this purpose, the prior art provides for individual elements of the crash barrier devices to be connected to one another in the operating state by means of a lock.

The crash barrier device from the EP 2 784 222 B1 has such a lock. This is incorporated in the folding element, which necessitates a complex construction. In addition, when the folding element is actuated, high forces act, caused by torques. When connecting several crash barrier devices, due to the flap element and the locking device arranged therein, a high level of precision is necessary in order to ensure complete locking.

It is therefore the object of the invention to eliminate these and other disadvantages of the prior art. This object is achieved by the devices and methods defined in the independent patent claims. Further embodiments emerge from the dependent patent claims.

A closing element according to the invention of a roadway delimitation device, in particular a device for opening a passage in a roadway delimitation device, with a longitudinal axis comprises a guide element and a drive-on element. The drive-on element can be rotated or pivoted relative to the guide element from a closed position into a drive-on position. The drive-on element is mounted on the guide element so as to be rotatable or pivotable on an axis parallel to the longitudinal axis or about this longitudinal axis.

In generic use, the drive-on side faces the oncoming traffic when the drive-on element is in the drive-on position. The drive-on side is designed specifically for the drive-on of a vehicle, in particular as a short lowering.

The ramp element preferably has a contour that is essentially congruent or similar to the guide element. The contours are at least partially overlapped transversely to the longitudinal axis of the guide element and the drive-on element in the drive-on position; the overlap in the closed position preferably essentially corresponds to the overlap in the drive-on position.

The axis parallel to the longitudinal axis is preferably arranged symmetrically in relation to the longitudinal axis in the closing element.

This enables simple and uncomplicated production and simple assembly of the closing element. In addition, forces on the drive-on element can be easily absorbed. A corresponding overlapping of the contours in the open position and in the closed position is ensured.

The drive-up element preferably extends along the longitudinal axis in the closed position and in the drive-up position.

This promotes force absorption in the longitudinal direction. Leverage effects are reduced or avoided.

The drive-on element can preferably be locked in the closed position and/or in the drive-on position.

Two defined positions make it possible to bring the ramp into two defined operating states. Calculation and construction must therefore only be calculated in two preferred states. This enables a simplified dimensioning of the elements.

The locking makes it possible to secure the drive-on element in the corresponding first or second position and, for example, to protect it against unintentional manipulation.

The drive-on element can have at least a first element of a locking device.

This makes it possible to manufacture part of the locking device as an integral part of the ramp element. Construction and operation are simplified. In addition, good power transmission to the drive-on element is made possible.

The first element of the locking device can preferably be designed as a locking opening or as a locking cylinder. These are well-established elements of mechanical engineering and allow easy locking to be provided.

Such a locking cylinder is preferably designed as a lifting and rotating cylinder. This moves from a first position to a second position and rotates around its cylinder axis in such a way that two or more are arranged on the cylinder Extensions engage in corresponding openings and work together as a bayonet catch.

A second element of the locking device is preferably arranged within the guide element.

The second element of the locking device is thus protected from environmental influences.

The locking device can preferably be actuated hydraulically.

Hydraulic actuators require little maintenance and are extremely reliable. Since the individual elements in hydraulic devices can be connected by means of flexible lines, the hydraulic actuating device can be positioned individually. Space conditions, for example within the guide element, can be well utilized.

The drive-on element preferably has at least a first element of a locking device. This first element of the locking device can be designed as a retaining bolt or as a cylinder. Such a cylinder is preferably designed as a lifting and rotating cylinder. This moves from a first position to a second position and rotates about its cylinder axis in such a way that two or more extensions arranged on the cylinder engage in corresponding openings and work together as a bayonet lock.

This has the advantage that the first element of the locking device interacts reliably with the drive-on element.

The first element of the locking device is preferably arranged within the drive-on element. This enables a reliable positioning and also reliable power transmission of the first element to the drive-on element. The drive-on element can be reliably locked.

The design as a retaining bolt or as a cylinder enables the drive-on element to be locked reliably and easily. Both retaining bolts and cylinders are easy-to-operate elements. This simplifies the manipulation and locking of the drive-on element.

The first element of the locking device is preferably arranged within the drive-on element.

Reliable attachment of the first element of the locking device is made possible, and reliable power transmission is ensured. In addition, the first element of the locking device can be protected from environmental influences.

The locking device can preferably be actuated hydraulically. As discussed herein, hydraulic actuators are reliable and easily maintained actuators.

The drive-on element can have a lowering, for example a short lowering or a controlled lowering. Typically, a lowering at the ramp is shorter than a short lowering. This is typically due to the shorter design and mobile use. Lowering is also one of several forms of collision protection. The drive-on side is thus designed specifically for the drive-on of a vehicle.

The guide element can have an end section on which the ramp element is arranged. This is preferably arranged with a slewing ring on the guide element.

The arrangement of the drive-on element at the end section makes it possible to create a defined interface. A suspension of the drive-on element on a slewing ring enables high stability of the drive-on element in relation to the guide element. In addition, simple production is made possible.

The drive-on element is preferably horizontally displaceable along the longitudinal axis of the closing element. This makes it possible to change or adjust the overall length of the end element.

The closing element can have a hydraulic drive for pivoting the drive-on element. This enables the drive-on element to be swiveled easily and safely.

A further aspect of the invention relates to a transition system comprising at least one roadway delimitation device with a closing element as described here.

A complete system for traffic regulation and traffic guidance can thus be provided.

The lane delimitation device of the transfer system can have a vertical axis of rotation for pivoting the lane delimitation device relative to a stationary or stationary element of the transfer system on a side facing away from the closing element.

On the one hand, this enables the roadway delimitation device to be firmly connected to a stationary element, and on the other hand, it also makes it possible to pivot this relative to a permanently mounted element. A device or a chassis for pivoting such a roadway delimitation device is, for example, in the international patent application PCT/EP2017/050042 described. The lane delimitation device described here and/or the closing element described here can be configured with a chassis, preferably with a chassis described in the aforementioned international patent application.

A further aspect of the invention relates to a method for providing collision protection on a terminating element as described here or on a terminating element of a transition system as described here. The collision protection is pivoted about an axis arranged on the guide element and parallel to the longitudinal axis of the closing element, and in particular pivoted from a closed position into an impact position. The collision protection is preferably part of a collision element as described here.

The collision protection can be designed as a lowering.

The horizontal pivoting around an axis parallel to the longitudinal axis makes it possible to move the ramp protection from a locked position to an open position.

In a first step of the method, a locking device can be released, which is arranged in particular inside the guide element. In a second step, a locking device can be released. The locking device is preferably arranged within a ramp element which has the collision protection.

Before releasing the locking device, the closing element can be pivoted laterally with respect to the longitudinal axis (L).

After the pivoting of the drive-on element, the drive-on element is preferably locked with a locking device on a further roadway delimitation device in such a way that the drive-on element is fixed under pretension.

A reliable lane delimitation device can thus be produced. In a further step, it is also conceivable to lock the drive-on element with a locking device on the guide element in such a way that further pivoting of the drive-on element is prevented. As a result, the drive-on element can be brought into a stable position. The terminating element is thus designed to be stable overall.

Figur 1:

Eine perspektivische Darstellung eines Abschlusselementes;

Figur 2:

Eine Seitenansicht des Abschlusselementes aus Figur 1;

Figur 3:

Die Ansicht gemäss Figur 2 mit teilweise ausgeblendeten Elementen;

Figur 5:

Eine perspektivische Ansicht des Abschlusselementes gemäss Figur 1 während des Drehvorganges des Auffahrelementes;

Figur 6:

Eine Detailansicht des Abschlusselementes gemäss Figur 1 während des Drehvorganges des Auffahrelementes;

Figur 7:

Ein Fahrbahnbegrenzungselement;

Figur 8:

Ein Überleitungssystem in zwei Positionen (Figur 8a und Figur 8b);

Figur 9:

Eine alternative Ausführungsform eines Überleitungssystems.

The invention is explained by way of example using the following figures. It shows:

Figure 1:

A perspective view of a closing element;

Figure 2:

A side view of the end element figure 1 ;

Figure 3:

According to the view figure 2 with partially hidden elements;

Figure 5:

A perspective view of the end element according to figure 1 during the turning process of the drive-on element;

Figure 6:

A detailed view of the end element according to figure 1 during the turning process of the drive-on element;

Figure 7:

A lane delimitation element;

Figure 8:

A transition system in two positions ( Figure 8a and Figure 8b );

Figure 9:

An alternative embodiment of a transition system.

figure 1 shows a termination element 100 and a termination element 100'. The longitudinal axis L extends along or through the closing element 100. The closing element 100 has a guide element 10 and a ramp element 20. The ramp element is designed as a short lowering 22. The short lowering 22 is in operative connection with a short lowering 22 'of the second end element (see figure 3 ).

figure 2 10 shows a side view of the end elements 100 and 100' figure 1 . The terminating element is in an intended position, that is to say it stands, for example, on a base.

figure 3 10 shows the termination elements 100 and 100' of FIG figure 2 , wherein various elements of the end element 100 and 100 'are hidden. A part of the guide element 10, a part of the short lowering 22 and a part of the short lowering 22' are masked out. A locking device is arranged on the drive-on element 20 40. A first element of the locking device 40, namely a cylinder 42, is arranged within the short lowering 22' of the ramp element 100'. In the rear area of the drive-on element 20, namely inside the guide element 10, there is a locking device for locking a relative movement between the guide element 10 and the short lowering 22.

A hydraulic drive 80 is arranged within the guide element. Inside the guide element 10 there is also a hydraulic unit, not shown in detail, with which, for example, the drive 80 can be driven. The locking device can also be actuated with the hydraulic unit.

In addition, another hydraulic unit, not shown in detail, is arranged in the drive-on element 100', with which the cylinder 42 of the locking device 40 can be driven.

The process of opening a passage in a lane delimitation device 1 (see Figures 7 to 9 ) is described below.

figure 4 shows a perspective view of the closing elements 100 and 100 'according to the figure 1 in a shifted position. In a first step, the locking device 40 (see figure 3 ) solved, so that the closure elements 100 and 100 'are separated from each other. In figure 4 it can be seen that the closing element 100 rotates about a vertical axis B (see figure 7 ) relative to the closing element 100' is pivoted. The short lowering 22 is shifted to the short lowering 22' in the direction of the arrow.

figure 6 shows a detailed view of the end element 100. The short lowering 22 is rotated about a longitudinal axis A relative to the guide element 10. FIG. Compared to the location of the short lowering 22 according to figure 4 we rotated this by 180 ° about the longitudinal axis, so that their position that of the short lowering 22 'from figure 4 is equivalent to. In this end position, the short lowering is preferably secured against unintentional twisting with a locking device. The closing element is then pivoted further about the axis 70 until a desired end position is reached (see, for example, Figures 8a, 8b and 9 ).

the figure 7 shows a roadway delimitation device 1 with an end element 100, a plurality of intermediate elements (not designated in more detail) and a stationary element 70. A vertical axis of rotation B is provided on the stationary element 70, on which the end element 100 can be pivoted with the other intermediate elements.

the Figures 8a and 8b show a transition system 2 comprising a plurality of lane boundary devices 1. The transition system is as in FIG PCT/EP 2017/050042 shown trained. For moving there is a landing gear corresponding to the landing gear PCT/EP 2017/050042 educated. The transfer system Figure 8a shows the state before the conduction system was actuated and Figure 8b the state after activation of the transfer system 2. The transfer system 2 according to Figures 8a and 8b is presently designed to divert a four-lane roadway into a three-lane roadway. The four-lane road according to Figure 8a includes lanes C, D, E and F. It may be necessary to divert lane E to lane D, for example. This is desired depending on the traffic volume, for example. If, for example, traffic is moving towards the city center in the morning (here in the direction of the three lanes), it is advantageous if For example, two lanes can be used in this direction. In the evening, the situation is typically reversed.

In the present case, the transfer system 2 has two roadway delimitation devices 1 each. These are each mounted on a stationary element 70 on a second vertical axis of rotation (see figure 7 ). The lane delimitation device 1 has a closing element 100 at each of its ends. The closing element 100 can be connected to another lane delimitation element by means of the locking device 40 (see, for example, figure 4 ) can be locked. For this purpose, for example, the further lane delimitation elements have further/second elements of the locking device.

How from the Figures 8a and 8b As can be seen, with a transition system 2 as described here, the middle lane of the three-lane side can be routed to either lane D or lane E. This makes it possible to regulate or control the traffic.

figure 9 shows an alternative arrangement of a transition system 2. The transition system 2 comprises two lane boundary devices 1 (see also figure 7 ). The transfer system is arranged in front of a directional tunnel with two tunnel tubes 80 (designated only once). One roadway with two lanes each is planned for each tunnel, SA1 and SB1 as well as SA2 and SB2. At the tunnel entrance, these are each marked with a ' to distinguish them. The directions of travel can be in the figure 9 in the upper lane of SA1 and SB1 in the direction of SA1' and SB1' (normal traffic) and in the lower lane of SA2' and SB2' in the direction of SA2 and SB2 (oncoming traffic).

The lane boundaries 1 are each connected to a stationary element 70 with a vertical axis of rotation B so that it can be rotated or pivoted (see also figure 7 ).

In the figure 9 above the transition system 2 is shown in its original position in which figure 9 two possible end positions are shown below. In the original position, the lane delimitation devices are connected to one another with their end elements 100 at their ends. This means that impact elements 20 are in their closed position (see the figures 1 and 6 ) and are at their ends with the locking devices 42 (see the figures 4 and 6 ) connected with each other.

In the first end position (solid representation), both tracks SA1 and SB1 are diverted to tracks SA2' and SB2'. The oncoming traffic originally on lanes SA2' and SB2' has been stopped in the present case or, for example, diverted in front of the second end of the tunnel (not shown here). For this purpose, the respective lane boundary devices 100 are pivoted over the entire lane so that they extend across both lanes SA1 and SB1, or SA2 and SB2, for each lane.

In the second or alternative end position, the roadway delimiting devices 100 are only pivoted to the middle of the roadway, that is, only over one lane, namely SB1 and SA2. In this way, traffic can be routed in both directions in one of the two tunnels. In a first step, a second transition device 2 arranged at the second tunnel end (not shown here), ie at the tunnel entrance for oncoming traffic, is actuated. The two lanes SA2' and SB2' are merged and directed to lane SB2'. This means that oncoming traffic arrives at the end of the tunnel shown in Figure 12 only in lane SB2', lane SA2' remains free. In order to ensure safe traffic management, in a next step the lanes SA1 and SB1 are diverted to the individual lane SB1 and this is then diverted to the lane SA2'. There is now oncoming traffic in the tunnel (dashed arrows).

Claims (15)

1. End element (100) of a lane limiting device (1), in particular of a device for opening a passage in a lane limiting device (1), having a longitudinal axis (L), comprising a guide element (10) and a collision element (20), which is rotatable or pivotable relative to the guide element (10) from a closed position into a collision position, characterised in that the collision element (20) is mounted on the guide element (10) so as to be rotatable or pivotable about an axis (A) parallel to the longitudinal axis (L) or about this longitudinal axis (L).
2. End element (100) according to claim 1, characterised in that the collision element (20) extends in the longitudinal axis (L) in the closed position and in the collision position.
3. End element (100) according to any one of claims 1 to 2, characterised in that the collision element (20) comprises at least a first element of a locking apparatus.
4. End element (100) according to claim 3, characterised in that the first element of the locking apparatus is formed as a locking opening or as a locking cylinder.
5. End element (100) according to claim 4, characterised in that a second element of the locking apparatus is arranged within the collision element (20).
6. End element (100) according to any one of claims 4 to 5, characterised in that the locking apparatus is hydraulically operable.
7. End element (100) according to claim 1, characterized in that the collision element (20) has at least a first element of a locking device (40).
8. End element (100) according to any one of claims 1 to 7, characterized in that the collision element (20) has a recess (22).
9. End element (100) according to claim 8, characterized in that the first element of the locking device (40) is arranged in the recess (22).
10. End element (100) according to any one of claims 1 to 9, characterized in that the guide element (10) has an end portion at which the collision element (20) is arranged, preferably with a slewing ring.
11. Transfer system (2) comprising at least one lane limiting device (1) with an end element (100) according to any one of claims 1 to 10.
12. Transfer system (2) according to claim 11, characterized in that the lane limiting device (1) has, on a side facing away from the end element (100), a vertical axis of rotation (B) for pivoting the lane limiting device (1) with respect to a stationary element (70) of the transfer system (2) .
13. Method for providing collision protection on an end element (100) of a lane limiting device (1) according to one of the claims 1 to 10 or on an end element (100) of a transfer system (2) according to one of the claims 11 or 12, characterized in that a guide element (20) is pivoted about a horizontal axis (A) arranged on the guide element (10), in particular is pivoted from a closed position into a collision position.
14. Method according to one of the claims 11 to 13, wherein, after the collision element (10) has been pivoted, the collision element (10) is locked to a further lane limiting device (1) by means of a locking device in such a way that the collision element (10) is fixed under pretension.
15. Method according to any one of claims 11 to 14, wherein, after the collision element (20) has been pivoted, the collision element (20) is locked to the guide element (10) by a locking apparatus in such a way that further pivoting of the collision element (20) is prevented.

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