ES2765815T3 - Vehicle containment system - Google Patents

Abstract

Vehicle containment system to limit the roadway, consisting of guide barriers (2) that can be releasably joined together, in which each guide barrier (2) has a base body (4) with skids (25 , 26) in the lower part, as well as at least one guide arrangement (23) in the lower part and at least in this guide arrangement (23) can be moved transversely to the road in a limited way, in which the guide arrangement guide (23) comprises a guide plate (29) having a central section (30), as well as an anchor section (31, 32) at each end, in which the central section (30) has a longitudinal hole ( 35) extending in the longitudinal direction (LR1) of the guide plate (29), characterized in that each anchoring section (31, 32) has a longitudinal hole (36) oriented transversely towards the longitudinal direction (LR1 ) of the guide plate (29) and the guide plate (29) by means of anchoring elements (3 7) which are led through the longitudinal holes (36) in the anchoring sections (31, 32) can be fixed on the floor (3) and the base body (4) with a first skid (25) can be mounted on the guide plate (29), in which the first skate (25) has a horizontal plate (27) in which two longitudinal holes (43, 44) are provided in the central area in the longitudinal direction (LR2) of the first skate (25) at a distance (a) from each other and the skate (25) is coupled to the guide plate (29) through the connecting elements (45) with the inclusion of at least one displacement plate (48 , 49), in which a connecting element (45) is guided through the longitudinal hole (35) in the central section (30) in order to couple the first runner (25) with the guide plate (29). of the guide plate (29) and the longitudinal holes (43, 44) in the horizontal plate (27) of the first skate (25).

Description

DESCRIPTION

Vehicle containment system

The invention relates to a vehicle containment system for an arrangement next to a roadway in accordance with the characteristics of the general concept of claim 1.

A vehicle restraint system is a passive protection device integrated into a roadway (road, traffic lane), the objective of which would be to some extent stopping a vehicle leaving the roadway and protecting the occupants of the vehicle that is leaving, as well as to other road users.

In modern passive protection devices the following requirements essentially apply:

- safe protection against the advance of vehicles,

- low risk of injury to vehicle occupants,

- reasonable effort for its installation, repair, maintenance and disposal.

There are regulations to guarantee the first two requirements. The guidelines for passive safety devices (RPS) are relevant here, as well as DIN EN 1317 (road containment systems).

A vehicle restraint system to limit the road is part of the current state of technology through document DE 3827030 C2. The vehicle containment system is made up of a series of guide barriers placed one next to the other. Each guide barrier features a housing-like base body that can be placed on the floor. Generally, a guide rail is provided on the base body.

DE 19539274 C2 describes a vehicle restraint system with a base body similar to a carcass, which rests on the skids at the bottom, in which elements are provided that increase friction at the bottom of the skids .

The vehicle restraint system known from DE 43 29 547 C1 is designed in particular for central strips with which two lanes separate. The base bodies are arranged on skids with a U-shaped cross section. A longitudinal hole is provided at the bottom of the skids. With the skids, the base bodies are arranged through a pipe embedded in the floor. The shoes in relation to an anchor fixed at the bottom through the longitudinal hole can move in a limited way transversely to the longitudinal direction of the guide barrier.

For use in particular in bridge structures, the vehicle containment system is designed in accordance with documents EP 1380695 B1 and DE 10318357 A1. The guide barriers can be moved on a sliding guide transverse to the road. For this purpose, the guide barriers are connected to a sliding rail that can move on a forced guide that is locally fixed on a marginal beam.

WO 00/65156 A1 describes a guide wall for traffic lanes with a large number of wall elements connected to each other from the front. The wall elements are in each case connected via at least one fixing element with at least one anchoring element placed on the floor, for example, on a road surface or a bridge superstructure. The at least one fixing element is slidably guided with respect to the at least one anchoring element, so that the wall element with its at least one fixing element can move from a rest position to a position displaced by a predetermined distance. The wall elements described there consist essentially of concrete.

The proposal of document WO 00/08259 A1 also foresees a limited possibility of displacement of the concrete guide barriers. For this purpose, the guide barriers are connected to the subfloor through flexible anchoring elements. The anchoring elements are made up of fixing bolts anchored in the subfloor. When the Safety Barrier is displaced as a result of an impact, the tether anchor is deformed.

DE 102009021 810 A1 describes a vehicle containment system for limiting the roadway, consisting of guide barriers that are detachably attached to each other. Each guide barrier features a housing-like base body that can be placed on floor support legs.

Another vehicle restraint system is described in DE 102006 047808 A1. This vehicle restraint system also consists of guide barriers that can be detachably attached to each other. Each guide barrier features a casing-like base body that can be placed on the floor, as well as a guide rail provided on the base body. The guide rail and the base body can be coupled through tie rods, where each tie rod can be secured with an upper end connected to the guide rail and with a lower end to a stirrup arranged in the base body.

The objective of the present invention is to continue developing, based on the state of technology, a vehicle restraint system in such a way that, with a design that is more advantageous in terms of construction and assembly technology, have improved track exit behavior with good holding capacity and improved radius of action.

In accordance with the present invention, this objective is achieved with a vehicle restraint system according to claim 1.

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

The vehicle restraint system serves to limit the road and consists of guide barriers that can be detachably linked together. Each guiding barrier has a base body with skids at the bottom and can move in a limited way transversely to the road in at least one guiding arrangement at the bottom.

The guide arrangement of the vehicle restraint system comprises a guide plate. Along the guide plate the guide barrier can be moved transversely to the roadway. For this purpose, the guide plate is anchored transversely to the longitudinal axis of the guide barrier at or with the roadway. The guide plate has a central section, as well as an anchoring section at each end. The central section has a longitudinal hole that extends in the longitudinal direction of the guide plate. Each anchoring section is provided with a longitudinal hole oriented transverse to the longitudinal direction of the guide plate. The guide plate is fixed to the ground through anchoring elements. For this purpose, the anchoring elements are guided through the longitudinal holes in the anchoring sections and fixed to the floor.

The base body can be mounted on the guide plate with a first shoe. The skate is oriented transverse to the longitudinal extension of the base body and has a horizontal plate. The skate generally has side walls oriented vertically upwards from the horizontal plate. In the horizontal plate, preferably in the central area of the horizontal plate, at least one longitudinal hole oriented transversely to the longitudinal direction of the first skate is provided.

The skate is coupled to the guide plate through a connection element with the inclusion of at least one displacement plate. The connecting elements are preferably threaded bolts and threaded nuts. To couple the skate and the guide plate, the connecting elements are guided and fixed through the longitudinal hole in the central section of the guide plate and the longitudinal hole in the horizontal plate of the first skate. In this case, the shift plate is also fixed. For this purpose, the displacement plate has corresponding mounting openings through which the connecting elements, in particular a threaded bolt, can be guided. In practice, a displacement plate is preferably formed by means of a rectangular configuration plate.

In the event of a side impact, the affected guiding barrier of the vehicle restraint system can be moved laterally to a limited extent, that is, transversely to the roadway. In this case, the guide barrier is moved with the first skate on or along the guide plate in the guide arrangement. During the displacement, the connecting elements move in the longitudinal hole of the central section. At the same time, the displacement plate moves with the connecting elements, in particular, until the displacement plate rests laterally at the end of the central section in the respective anchoring section of the guide plate which is in the direction scroll.

The present invention provides a vehicle containment system, the guide barriers of which, defined as a function of the direction of impact of a vehicle, can move from the central position in both transverse directions. The guide arrangement produces a stabilized guide line of the guide barriers of the vehicle containment system. The vehicle containment system also achieves a low radius of action.

An aspect of the present invention further provides for limited longitudinal displacement or curvature maneuverability to be performed in the area of the guide arrangement. This is accomplished through the longitudinal holes in the anchor sections of the guide plate, as well as through the longitudinal hole (s) in the horizontal plate of the first skate. In the event of an impact, the additional degrees of freedom allow the components to rotate slightly through the longitudinal holes in the anchor sections and the first skate and / or yield in the longitudinal direction of the guide barrier .

The vehicle containment system according to the present invention allows a very good distribution of longitudinal forces and transverse forces in the event of impact. As a result, damage to the vehicle restraint system is kept low, as well as damage to the vehicle caused by the impact. Tests have shown that, depending on the severity of the impact, the guide barriers can even be pushed manually to the starting position from the displaced position without great effort. If necessary, it may not even be necessary to replace the components of the guide arrangement. If necessary, both the guide plate as well as the first skid and the displacement plates, including the connection elements, can be replaced without great effort.

The radius of action is the distance between the side of the traffic protection device and the maximum dynamic lateral position of each essential part of the system. Dynamic deviation is understood as the maximum lateral displacement of the traffic-oriented vehicle containment system side. The maximum dynamic deviation is limited by the desired travel path according to the system in the guide arrangement.

The vehicle containment system according to the present invention uses elements that have proven to be advantageous for construction, in particular guide barriers with base bodies and floor-side skids. This configuration has also proven to be advantageous in terms of mounting technology. Through the configuration according to the present invention, the exit behavior of the track is improved, as well as a good containment capacity and an improved radius of action.

In particular, the guide arrangement is arranged in an end area of a guide barrier. In particular, a guide arrangement is located at each end or end area of a guide barrier. Other guiding arrangements can be integrated along a guiding barrier. Preferably, two guide arrangements are provided in each of the end areas of a guide barrier and are coupled to a guide barrier.

An advantageous aspect of the present invention provides that a free space is formed below the center section of the guide plate between the anchor sections. The free space serves in particular to receive the parts of the connection elements, for example, the heads of the screws or threaded nuts, and the displacement plate, which is fixed together with the connection elements and the first skate to the plate as guide.

Preferably, the anchor sections are chamfered relative to the center section in the direction of the floor. Through the bevel or the bevel section, the central section passes in each case towards its ends in the anchoring parts.

In accordance with the present invention, it is provided that in the central area of the horizontal plate of the first skate two longitudinal holes are provided arranged in the longitudinal direction of the first skate at a distance from each other. To couple the first shoe to the guide plate, a connecting element is led through the longitudinal hole in the central section of the guide plate and in each case a longitudinal hole that extends transversely to it in the lower plate of the first skate.

Particularly preferred is an embodiment in which an upper displacement plate is provided which rests on the upper side of the horizontal plate and a lower displacement plate is also provided, which is located in the lower part of the central section. The upper displacement plate, the horizontal plate, the center section and the lower displacement plate are fixed to each other by means of connecting elements.

In each case, in the outer end areas of the horizontal plate of the first skate, a mounting opening is provided for the passage of the anchoring elements. This is particularly convenient and advantageous in terms of mounting, since the anchoring elements can be driven through the mounting opening with the guide barriers in place. The guide plate is then attached to the subfloor after the guide barrier is located on the guide plate. For this purpose, the anchoring elements can be inserted through the mounting opening into the mounting holes or mounting holes that have already been prepared in the floor.

In this context, it is also convenient if openings are provided in the side sections of the base body for the passage of the anchoring elements through them. The openings in the side sections extending at the bottom outward from the base body correspond to the mounting openings in the end areas of the horizontal plate of the first skate, so that it can be passed through the openings an anchoring element and the guide plate of the guide arrangement can be fixed in the subfloor. The anchoring elements are, in particular, anchor bolts or threaded bolts or screws of asphalt or concrete.

In the context of the present invention, it is further provided that, additionally, second skates are provided below the base body. Under these second skates there are support legs. Preferably such a support leg has a metal base body and an elastomer body connected to the bottom side base body. By means of a connecting element, the support leg can be detachably connected to a second shoe.

By means of the support leg and the elastomer body at the bottom, level compensation can be achieved, on the one hand, in particular in the case of uneven floor conditions. Furthermore, the use of the support legs, in particular, serves to increase the resistance to friction, in such a way that the friction between the road surface and the vehicle containment system is increased.

Another advantageous aspect provides for an adaptation of the geometric relationship between the second skates with the support legs and the first skates, as well as the guide plate. In particular, the height of the support legs is dimensioned in such a way that the contact pressure of the support legs against the floor increases when the guide plate is anchored by means of the anchoring elements. In practice, the support legs are planned to be dimensioned slightly higher than the vertical height of the guide plate. The difference may be, for example, 2mm. Therefore, a guide barrier is raised on the support legs. The guide plate is mounted below the first skids through the connection elements. Due to the height difference between the support legs and the guide plate, the anchor sections of the guide plate have a slight gap or distance from the floor. When the guide plate is fixed on the anchoring elements, the anchoring sections are pushed against the floor. In this way, the contact pressure of the support legs on the ground increases, which has an advantageous effect on the resistance to transverse displacement or the controlled flexibility behavior of the vehicle containment system.

To increase the containment capacity of a vehicle containment system, fixing rails can be mounted in a known manner on the base body (s) of the guide barriers. Conveniently, the arrangement of the fixing rails is displaced towards the guide barriers.

In this context, braces, especially coarse threaded braces, have proven to be very advantageous in practice. The fixing rails are connected to the base body by means of the tie rods, in which the tie rods are led vertically through the fixing rails and in each case rest on a stirrup arranged in the base body.

The present invention is described below with reference to the drawings. These are illustrated:

Figure 1 a perspective view of the base body of a guide barrier of a vehicle containment system;

Figure 2 the base body according to figure 1 in side view;

Figure 3 the base body in a plan view;

Figure 4 a cross section through a base body;

Figure 5 a section through the representation of Figure 2 along the line A-A;

Figure 6 a section through the representation of Figure 2 along line B-B;

Figure 7 shows the detail Y of Figure 3 in an enlarged view;

Figure 8 shows the detail Z of Figure 3 in an enlarged view;

Figure 9 a side view of a vehicle containment system with a base body and a fixing spar mounted on it;

Figure 10 a plan view of the vehicle containment system according to Figure 9;

Figure 11 a vertical cross section through the representation of Figure 9 along the line C-C;

Figure 12 a perspective view of a guide arrangement of a vehicle containment system according to the present invention with the representation of a guide rail and a first skate mounted thereon;

FIG. 13 shows the representation according to FIG. 12 in a side view;

Figure 14 the representation according to Figure 12 in a front view;

Figure 15 a plan view of the representation of Figure 13;

Figure 16 a view of a guide plate in perspective;

Figure 17 the guide plate in a side view;

Figure 18 the guide plate in plan view and

Figure 19 a technical schematic representation of a vehicle restraint system according to the present invention in an initial position (middle position) and a position displaced in each case to the right or to the left.

Corresponding parts or component parts with the same reference symbols are provided in all figures.

With reference to Figures 1 to 8, a vehicle containment system 1 according to the present invention is described to limit the roadway. The vehicle restraint system 1 consists of guide barriers 2 that can be detachably attached to each other. Each guide barrier 2 has a base body 4 similar to a housing which can be placed on the floor 3 or on a roadway, with side outlets 5, 6 sloping in the form of a roof, a cover plate 7 connecting the upper longitudinal edges of the outlet plates 5, 6, as well as side sections 8, 9 at the lower longitudinal edges of the outlet plates 5, 6 extending out from the base body 4. The outer edge sections 10 of the side sections 8, 9 are slightly bent down. At the end, the base body 4 is in each case closed by a front plate 11, coupling elements 12, 13 are provided on the front plates 11 to connect the base bodies 4 to each other in the longitudinal direction. The coupling elements are formed, on the one hand, by means of insertion pockets 12 and, on the other hand, by means of insertion tabs 13 which are coupled to each other.

An initial configuration of a vehicle restraint system 1 according to the present invention is shown in Figures 9 to 11. Above the base body 4, a fixing rail 14 is mounted on the base body 4. Fixation 14 is fixed by means of braces 15 in the form of coarse threaded braces. The tie rods 15 are inserted through the fixing rail 14 and through the cover plate 7 in the base body 4 and there they are fixed in a bracket 16 arranged in the base body 4 at a vertical distance below the base plate. cover 7. The bracket 16 consists essentially of a stop plate 17 which is fixed transversely between the outlet plates 5, 6 and a threaded nut 18.

Figure 11, as well as Figure 19 further clarify that the connection between the base body 4 and the fixing crossbar 14 takes place through a male-female joint that extends in the longitudinal direction of the base body 4. In In this case, a spring 19 is passed through an extension at the top in the cover plate 7 of the base body 4. The fixing rails 14 are designed as profiles that are open towards the bottom 20, with springs of edge 21 which are inwardly oriented at the bottom 20. With the bottom open 20, the fixing beam 14 sits on the base body 4. The opening of the fixing beam 14, which is open towards the bottom, it forms a groove 22 of the male-female joint, in which the spring 19 is inserted into the cover plate 7 of the base body 4.

The vehicle restraint system 1 according to the present invention can move in a limited way transversely to the roadway in the guide arrangements at the bottom 23.

The base bodies 4 are provided in their lower part 24 with skids 25, 26 in the lower part. The skids 25, 26 are oriented below the base body 4 transversely to their longitudinal extension. Each skate 25, 26 has a horizontal plate 27 and side walls 28 oriented vertically upwards. The skids 25, 26 extend transversely below the base body 4 across the width.

The guide arrangement 23 comprises a guide plate 29 (for this see in particular the representations of Figures 12 to 18). The guide plate 29 has a central section 30, as well as, in each case, at the end, an anchoring section 31, 32 that folds with respect to the central section 30. The central section 30 passes in each case towards both. sides through a bevel 33 in the anchor sections 31, 32. In this way, a gap 34 is formed below the central section 30 of the guide plate 29 between the anchor sections 31, 32.

The central section 30 has a longitudinal hole 35 that extends over most of its length in the longitudinal direction LR1 of the guide plate 29. On the other hand, each anchoring section 31, 32 has a longitudinally oriented hole 36 transverse towards the longitudinal direction LR1 of the guide plate 29. The guide plate 29 can be fixed on or in the floor 3 by means of anchoring elements 37 guided through the longitudinal holes 36 in the anchoring sections 31, 32. Anchor elements 37 are threaded bolts, in particular concrete or asphalt screws.

Below the base body 4 are the first skates 25 and the second skates 26. In the embodiment of the vehicle containment system 1 in Figures 1 to 3 and in Figures 9 to 11, two first skates 25 are arranged in the end areas 38 of the guide barrier 2. The first two skids 25 are arranged adjacent to each other at a distance in the longitudinal direction LR3 of the guide barrier 2. Between the first skids 26 in the course of guide barrier 2 meet the second skids 26.

The first skids 25 each form a component of a guide arrangement 23.

In principle, the second skates 26 are designed in the same way as the first skates 25. Under these second skates 26 there are support legs 39. As support legs 39 rubber and metal elements are used, which have a body base in the form of a steel plate 40 and have a rubber elastomer body 41 firmly attached to the base body (see Figure 6). The support legs 39 are removably attached below the second skids 26 by means of connecting elements, preferably threaded connections 42.

The first skids 25 have in the central area of the horizontal plate 27 two longitudinal holes 43, 44 oriented transversely to the longitudinal direction LR2 of the first skids 25. The two longitudinal holes 43, 44 are in each case arranged to the right and to the left of the central transverse axis MQA of the first skate 25 at a distance from each other. The first shoe 25 can be coupled to the guide plate 29 through connection elements 45 in the form of threaded bolts 46 and two threaded nuts 47. For this purpose, the threaded bolts 46 are driven from below through the longitudinal hole 35 in guide plate 29 and Longitudinal holes 43, 44 in the horizontal plates 27 of the first skate 25 and are counteracted by means of the threaded nuts 47. During assembly, a lower displacement plate 48 and an upper displacement plate 49 are incorporated. The lower displacement plate 48 and the upper displacement plate 49 are made of a rectangular configuration plate that are provided with mounting openings 50 for the passage of the threaded bolts. The upper displacement plate 49 rests on the upper part of the horizontal plate 27. The lower displacement plate 48 rests on the lower part of the central section 30 of the guide plate 29. The lower displacement plate 48, as well as the Screw heads of threaded bolts 46 are received in clearance 34 below center section 30 of guide plate 29.

In each case in the outer end areas 51 of the horizontal plate 27 of the first skate 25, a mounting opening 52 is provided for the passage of the threaded bolts of the anchoring elements 37. The mounting openings 52 are circular and are dimensioned in diameter such that the threaded bolts of the anchoring elements 37, in particular also the screw heads of the threaded bolts, can be driven through them. In addition, openings 53 are also provided for the passage of the anchoring elements 37 in the outward facing side sections 8, 9 of the base body 4. This opening 53 (see Figure 7) is also dimensioned in such a way that the Threaded bolts with their screw heads can be driven and driven through openings 53.

The process of passing the anchoring means 37 in the form of the threaded bolt is shown in Figure 5 in the right half of the image through the representation of the threaded bolt unassembled and anchored in the ground 3.

For the assembly of a guide barrier 2, it is prepared for placement or installation. Underneath the base body 4, the first skates 25 and the second skates 26 are fixed. Under the second skates 26 there are support legs 39. Under the first skates 25, there is mounted, in each case, a guide 29, including the upper displacement plate 49 and the lower displacement plate 48. The prepared guide barrier 2 is placed on the floor 3 or on a roadway. The adjacent guide barriers 2 are correspondingly connected to each other through the coupling elements 12, 13.

The guide plates 29 are then fixed to the floor 3. For this purpose, the threaded bolts of the anchoring elements 37 are placed in the floor 3 from above (see Figure 5) through the openings 53 in the side edges 8, 9 of the base body 4 and mounting openings 52 in the first skids 25, as well as through the longitudinal hole 36 in the anchoring section 31, 32 of the guide plate 29 and anchored there.

During the anchoring of the guide plate 29 by means of the anchoring elements 37, the contact pressure of the support legs 39 against the floor 3 also increases. This is the consequence of exerting force on the support legs 39, resulting from the height H1 of the support legs 39 being dimensioned slightly higher than the vertical height h 2 of the guide plates 29. In the non-anchored state, the guide plates 29 or the anchor sections 31 32 of a guide plate 29 rest on the floor 3 with a margin space. This margin space disappears through anchoring. This results in a force leading to an increase in the contact pressure of the support legs 39 against the floor 3.

The assembled, assembled vehicle restraint system 1 is in an initial position or in a middle position above the guide arrangement 23. The central transverse plane MQE of the guide arrangements 23 coincides with the central transverse plane of the guide 29 and the first skate 25 and extends centrally in the direction of the central longitudinal axis MLA of the vehicle restraint system 1. In this initial position, the connection elements 45, through which the connection plates are connected Offset 48, 49, the guide plate 29 and the horizontal plate 27 of the first skids 25 are essentially symmetrically to the right and to the left at the same distance from the central transverse plane of the guide arrangement 23.

Due to the introduction of energy or the effective force as a result of an impact, the affected guide barrier 2 of the vehicle restraint system 1 may yield to a limited extent in the respective impact area in the direction of the impact. This occurs through a transverse displacement of the guide barrier 2 or the base body 4 with the first skids 25, as well as the upper displacement plate 49 and the lower displacement plate 48. The transverse displacement within the Guide arrangement 23 is limited until the lower displacement plate 48 at the end of the central section 30 of the guide plate 29 comes into contact with the corresponding anchoring section 31, 32 or bevel 33. In this way, the vehicle restraint system 1 can be moved laterally in a limited way depending on the direction of impact. A displacement to the left or right of the MLA central longitudinal axis of the vehicle restraint system 1 is illustrated by the discontinuous representation of the system components in Figure 19. The displacement path to the left or to the right corresponds to half the length of the longitudinal hole 35 in the central section 30 of the guide plate 29.

Due to the arrangement of the longitudinal holes 43, 44 in the horizontal plates 27, as well as the longitudinal holes 36 in the anchor sections 31, 32 of the guide plates 29 a higher degree is also offered of freedom, so that in the event of an impact the system can also move laterally in a limited way and can rotate slightly.

Due to the limited flexibility and transverse displacement of the vehicle containment system 1, the exit behavior of the track and the containment capacity of the vehicle containment system 1 are improved, with a reduced radius of action.

List of numerical references: 1 - Vehicle containment system 2 - Guide barriers

3 floor

4 - Base body

5 - Output plate

6 - Output plate

7 - Cover plate

8 - Side section

9 - Side section

10 - Front section

11 - Front section

12 - Coupling element

13 - Coupling element

14 - Fixing beam

15 - Suspenders

16 - Stirrup

17 - Stop plate

18 - Threaded nut

19 - Spring

20 - Bottom

21 - Edge springs

22 - Slot

23 - Guide provision

24 - Bottom

25 - Skates

26 - Skates

27 - Horizontal plate

28 - Side plate

29 - Guide plate

30 - Central section

31 - Anchorage section

32 - Anchorage section

33 - Bevel

34 - Free space

35 - Longitudinal hole

36 - Longitudinal hole

37 - Anchoring elements

38 - End area

39 - Support legs

40 - Base body

41 - Elastomer body 42 - Thyme connection

43 - Longitudinal holes 44 - Longitudinal holes 45 - Connection elements 46 -Threaded bolt

47 - Threaded nuts

48 - Displacement plate 49 - Displacement plate 50 - Mounting opening

51 - End area

52 - Mounting opening

53 - Opening

from distance

LR1 - Longitudinal direction LR2 - Longitudinal direction LR3 - Longitudinal direction MLA - Longitudinal central axis MQE - Central transversal plane

Claims (11)

1. Vehicle containment system to limit the roadway, which consists of guide barriers (2) that can be detachably joined together, in which each guide barrier (2) has a base body (4) with skids (25, 26) at the bottom, as well as at least one guide arrangement (23) at the bottom and at least in this guide arrangement (23) can move in a limited way transversely to the roadway, in which the guide arrangement (23) comprises a guide plate (29) having a central section (30), as well as an anchoring section (31, 32) at each end, in which the central section (30) has a hole longitudinal (35) extending in the longitudinal direction (LR1) of the guide plate (29), characterized in that each anchoring section (31, 32) has a longitudinal hole (36) oriented transversely towards the longitudinal direction (LR1) of the guide plate (29) and the guide plate (29) by means of anchoring elements (37) that are led through the longitudinal holes (36) in the anchor sections (31, 32) can be fixed on the floor (3) and the base body (4) with a first skid (25) can be mounted in the guide plate (29), in which the first skate (25) has a horizontal plate (27) in which in the central area two longitudinal holes (43, 44) are provided in the longitudinal direction (LR2) of the first skate (25) at a distance (a) from each other and the skate (25) is coupled to the guide plate (29) through the connection elements (45) with the inclusion of at least one displacement plate ( 48, 49), in which to connect the first skate (25) with the guide plate (29) a connection element (45) is in each case driven through the longitudinal hole (35) in the central section (30 ) of the guide plate (29) and the longitudinal holes (43, 44) in the horizontal plate (27) of the first skate (25). Vehicle containment system according to claim 1, characterized in that the guide arrangement (23) is arranged in an end area (38) of a guide barrier (2). Vehicle containment system according to any one of claims 1 or 2, characterized in that a free space (34) is formed below the central section (30) of the guide plate (29) between the anchor sections (31, 32). Vehicle containment system according to any one of claims 1 to 3, characterized in that the anchoring sections (31, 32) are chamfered with respect to the central section (30) in the direction of the floor (3). Vehicle containment system according to any one of claims 1 to 4, characterized in that an upper displacement plate (49) rests on the upper side of the horizontal plate (27) and a lower displacement plate is provided ( 48) located at the bottom of the central section (30). Vehicle containment system according to any one of claims 1 to 5, characterized in that in each case in the outer end areas (51) of the horizontal plate (27) of the first skate (25), an opening is provided mounting (52) for the passage of the anchoring elements (37). Vehicle containment system according to any one of claims 1 to 6, characterized in that the base body (4) has lateral sections (8, 9) that extend outwards from the base body (4), in which an opening (53) is provided in each lateral section (8, 9) for the passage of an anchoring element (37). Vehicle containment system according to any one of claims 1 to 7, characterized in that the support legs (39) are arranged below a second skid (26) of the base body (4). 9. Vehicle containment system according to claim 8, characterized in that the height (H1) of the support legs (39) is dimensioned in such a way that its contact pressure against the floor (3) increases when anchoring the guide (29) by means of the anchoring elements (37). Vehicle containment system according to any one of claims 1 or 9, characterized in that a fixing rail (14) can be mounted on the base body (4). 11. Vehicle containment system according to claim 10, characterized in that the fixing beam (14) can be connected to the base body (4) by means of tie rods (15), in which the tie rods (15) extend in the vertical direction through the fixing rail (14) and in each case they are fixed to a bracket (16) arranged in the base body (4).