TERMINAL ELEMENT OF A TRAFFIC BARRIER DEVICE, TRANSITION SYSTEM, AND METHOD FOR PROVIDING IMPACT PROTECTION

Abstract

A terminal element (100) of a traffic barrier device (1), having a longitudinal axis and comprising a guide element (10) and an impact element (20). The impact element (20) is pivotally mounted on the guide element (10) about an axis (A) which extends parallel to the longitudinal axis (L).

Claims

1-23. (canceled)

24. A terminal element of a traffic harrier device having a longitudinal axis, comprising: a guiding element, and an impact element, which is rotatable or pivotable relative to the guiding element from a closed position into an impact position, wherein the impact element is mounted on the guide element so as to be rotatable or pivotable about an axis parallel to the longitudinal axis or about the longitudinal axis.

25. The terminal element according to claim 24, wherein the impact element extends along the longitudinal axis in the closed position and in the impact position.

26. The terminal element according to claim 24, wherein the impact element is lockable in at least one of the closed position and the impact position.

27. The terminal element according to claim 24, wherein the impact element has at least one first element of a retaining device.

28. The terminal element according to claim 27, wherein the first element of the retaining device is designed as a retaining opening or as a retaining cylinder.

29. The terminal element according to claim 28, wherein a second element of the retaining device is arranged inside the impact element.

30. The terminal element according to claim 24, wherein the impact element comprises at least a first element of a locking device.

31. The terminal element according to claim 30, wherein the first element of the locking device is designed as a locking bolt or as a cylinder.

32. The terminal element according to claim 30, wherein the first element of the locking device is arranged inside the impact element.

33. The terminal element according to claim 24, wherein the impact element has a turned-down terminal.

34. The terminal element according to claim 30, wherein the first element of the locking device is disposed in the turned-down terminal.

35. The terminal element according to claim 24, wherein the guiding element has an end section at which the impact element is arranged, preferably with a rotating rim.

36. A transition system comprising at least one traffic barrier means having a terminal element according to claim 24.

37. The transition system according to claim 36, wherein the traffic barrier device has a vertical axis of rotation, on a side remote from the terminal element, for pivoting the traffic barrier device relative to a stationary element of the transition system.

38. A method for providing an impact protection on a terminal element of a traffic barrier device, wherein an impact element is pivoted about a horizontal axis (A) arranged on the guiding element, and is rotatable or pivotable from a closed position into an impact position.

39. The method according to claim 38, wherein in a first step a locking device is released.

40. The method according to claim 39, wherein a retaining device is released in a second step.

41. The method according to claim 40, wherein, before the retaining device is released, the terminal element is pivoted laterally with respect to the longitudinal axis (L).

42. The method according to claim 38, wherein after the pivoting of the impact element, the impact element is locked to a further traffic barrier device, by a locking device, in such a way that the impact element is fixed under prestress.

43. The method according to claim 38, wherein after pivoting of the impact element, the impact element is locked, via a retaining device, on the guiding element in such a way that further pivoting of the impact element is prevented.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The invention is explained in examples by means of the following figures. It shows

[0051] FIG. 1: A perspective representation of a terminal element;

[0052] FIG. 2: A side view of the terminal element from FIG. 1;

[0053] FIG. 3: The view according to FIG. 2 with partially blanked out elements;

[0054] FIG. 4: A perspective view of the terminal elements according to FIG. 1 in a shifted position,

[0055] FIG. 5: A perspective view of the terminal element as shown in FIG. 1 during the swiveling process of the impact element;

[0056] FIG. 6: A detailed view of the terminal element as shown in FIG. 1 during the swiveling process of the impact element;

[0057] FIG. 7: A traffic barrier element;

[0058] FIG. 8: A transition system in two positions (FIG. 8a and FIG. 8b);

[0059] FIG. 9: An alternative embodiment of a transition system.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0060] FIG. 1 shows a terminal element 100 and an terminal element 100′. The longitudinal axis L extends along or through the terminal element 100. The terminal element 100 comprises a guiding element 10 and an impact element 20. The impact element is designed as a short turned-down terminal 22. The short turned-down terminal 22 is operatively connected to a short turned-down terminal 22′ of the second terminal element (see FIG. 3).

[0061] FIG. 2 shows a side view of the terminal elements 100 and 100′ of FIG. 1. The terminal element is in an intended position, i.e. it stands, for example, on a base.

[0062] FIG. 3 shows the terminal elements 100 and 100′ of FIG. 2, whereby various elements of the terminal, elements 100 and 100′ are blanked out. A part of the guiding element 10, a part of the short turned-down terminal 22 and a part of the short turned-down terminal 22′ are blanked out. A locking device 40 is arranged on the impact element 20. A first element of the locking device 40, namely a cylinder 42, is arranged within the short turned-down terminal 22′ of the impact element 100′. In the rear area of the impact element 20, located within the guide element 10, there is a retaining device for retaining a relative movement between the guide element 10 and the short turned-down terminal 22.

[0063] A hydraulic drive 80 is arranged inside the guiding element. Within the guiding element 10 there is also a hydraulic unit, which is not further described in detail, with which, for example, the drive 80 can be driven. The hydraulic unit can also be used to operate the retaining device.

[0064] In addition, a further hydraulic unit is arranged in the 100′ impact element, which is not described in detail, and with which the cylinder 12 of the locking device 40 can be driven.

[0065] The procedure for opening a passageway in a traffic barrier device 1 (see FIGS. 7 to 9) is described in she following.

[0066] FIG. 4 shows a perspective view of the terminal elements 100 and 100′ according to FIG. 1 in a shifted position, in a first step, the locking device 40 (see FIG. 3) was released so that she terminal elements 100 and 100′ are separated from each other. FIG. 4 shows that the terminal element 100 is swiveled about a vertical axis B (see FIG. 7) relative to the terminal element 100′. Short turned-down terminal 22 is shifted relative to short turned-down terminal 22′ in the direction of the arrow.

[0067] FIG. 6 shows a detailed view of the terminal, element 100. The short turned-down terminal 22 is rotated about a longitudinal axis A in relation to the guide element 10. Compared to the position of the short turned-down terminal 22 as shown in FIG. 4, it is rotated 180° about the longitudinal axis so that its position corresponds to that of the short turned-down terminal 22′ in FIG. 4. In this end position, she short turned-down terminal is preferably secured against unintentional rotation with a retaining device. The terminal element is then swiveled further around axis 70 until a desired end position is reached (see FIGS. 8a, 8b and 9, for example),

[0068] FIG. 7 shows a traffic barrier device 1 with a terminal element 100, several intermediate elements not described any further and a stationary element 70. A vertical axis of rotation. B is provided on the stationary element 70, on which the terminal element 100 can be swiveled with the other intermediate elements.

[0069] FIGS. 8a and 8b show a transition system 2 comprising several traffic barrier devices 1. The transition system is designed as shown in PCT/EP 2017/050042. For shifting, a trolley is designed according to the trolley PCT/EP 2017/050042. The transition system of FIG. 8a shows the state prior to the operation of the transition system and FIG. 8b shows the state after the operation of the transition system 2. The transition system 2 as shown in FIGS. 8a and 8b is designed to divert a four-lane carriageway into a three-lane carriageway. The four-lane lane shown in FIG. 8a comprises lanes C, D, E, and F. It may be necessary to divert lane E into lane D, for example. This is desirable, for example, depending on the volume of traffic. If, for example, traffic moves in the morning towards town (here in the direction of the three lanes), it is advantageous if, for example, two fanes can be used in this direction. In the evening the situation is typically the other way around.

[0070] The transition system 2 comprises two lane limiting devices 1 in each case. These are each mounted at a stationary element 70 at a second vertical rotary axis (see FIG. 7). The traffic barrier device 1 comprises a terminal element 100 at each of its ends. The terminal element 100 can be locked with another traffic barrier element by means of the locking device 40 (see, for example, FIG. 4). For example, the other traffic barrier elements have further/second elements of the locking device.

[0071] As can be seen from FIGS. 8a and 8b, a transition system 2 as described herein can be used to direct the middle lane of the three-lane side either to lane D or to lane E. The middle lane of the three-lane side can be directed either to lane D or to lane E using a transition system 2 as described herein. This enables regulation or control of traffic.

[0072] FIG. 9 shows an alternative embodiment of a transition system 2. The transition system 2 comprises two traffic barrier devices 1 (see also FIG. 7). The transition system is located in front of a directionally separated tunnel with two tunnel tubes 80 (referenced only once). Each tunnel has one carriageway with two lanes each, SA1 and SB1 as well as SA2 and SB2. At the tunnel entrance each lane is marked with a ′. The driving directions can be assumed in FIG. 9 in the upper lane from SA1 and SB1 in direction SA1′ and SB1′ (normal traffic) and in the lower lane from SA2′ and SB2′ in direction SA2 and SB2 (oncoming traffic).

[0073] The traffic barrier devices 1 are each connected to a stationary element 70 with a vertical axis of rotation B so that they can be rotated or pivoted (see also FIG. 7),

[0074] FIG. 9 above shows the transition system 2 in its original position. FIG. 9 below shows two possible end positions. In the original position, the traffic barrier devices with their terminal elements 100 are connected to each other at their ends. This means that impact elements 20 are in their closed position (see FIGS. 1 and 6) and are connected at their ends so the locking devices 42 (see FIGS. 4 and 6).

[0075] In the first end position, (extended view) both tracks SA1 and SB1 are redirected to tracks SA2′ and SB2′. The oncoming traffic originally on the SA2′ and SB2′ lanes has been stopped or diverted, for example, before the second end of the tunnel, not shown here. For this purpose, the respective traffic barrier devices 100 are swiveled over the entire carriageway so that they extend over both lanes SA1 and SB1, or SA2 and SB2, respectively, for each carriageway.

[0076] In the second or alternative end position, the traffic barrier devices 100 are only swiveled to the middle of the lane, i.e. only over one lane, namely SB1 and SA2. This allows traffic to be routed in both directions in one of the two tunnels. In a first step, a second tunnel end, located at the second tunnel end not shown here, i.e. at the tunnel entrance for oncoming traffic, is actuated by a transition device 2. The two lanes SA2′ and SB2′ are merged and directed to the SB2′ lane. This means that the oncoming traffic arrives at the end of the tunnel shown in FIG. 12 only on the SB2′ lane, the SA2′ lane remains free. To ensure safe traffic guidance, the lanes SA1 and SB1 are directed to the individual lane SB1 in a next step and then directed to the lane SA2′. There is now oncoming traffic in the tunnel (dashed arrows).