Abstract
A crash barrier section (1) comprising a deflection body with at least one traveling gear (3) that is movable between a standby position and a displacement position. The at least one traveling gear (3) is retracted into the standby position in a receptacle (4) of the deflection body and is extended in the travel position from the receptacle (4) in such a manner that the crash barrier section (1) is movable on a support (5), in particular a road section. The crash barrier section (1) additionally comprises a lifting device (6) by which the crash barrier section (1) can be raised from the support (5) for extending and retracting the traveling gear (3).
Claims
1. A crash barrier section comprising a deflection body having at least one traveling gear that is movable between a standby position and a displacement position, wherein the at least one traveling gear is retracted in the standby position in a receptacle of the deflection body and is extended in the displacement position from the receptacle in such a manner that the crash barrier section is movable on a support, the crash barrier section additionally comprises a lifting device by which the crash barrier section can be raised from the support for extending and retracting the traveling gear in such a way that a weight of the crash barrier section is prevented from acting on the traveling gear as the traveling gear is being extended and retracted, wherein a supporting traveling gear and the at least one traveling gear are mechanically coupled to one another for at least one of extension or retraction, and wherein the at least one traveling gear is formed as the supporting traveling gear and the crash barrier section additionally comprises at least one bearing traveling gear, which is retractable into a standby position in the receptacle of the deflection body and is extendible into a displacement position outside the receptacle of the deflection body.
2. The crash barrier section according to claim 1, wherein the at least one bearing traveling gear has at least two coaxially arranged rollers with a direction of travel in a transverse direction of the crash barrier section.
3. The crash barrier section according to claim 1, wherein the at least one traveling gear is pivotably or rotatably mounted.
4. The crash barrier section according to claim 3, wherein the traveling gear is pivotable or rotatable simultaneously during at least one of extension or retraction.
5. The crash barrier section according to claim 3, wherein the at least one traveling gear is pivotably or rotatably mounted about vertically oriented height axis.
6. The crash barrier section according to claim 5, wherein the traveling gear is retractable into the standby position with a direction of travel in a longitudinal direction of the crash barrier section, and in the displacement position a direction of travel in a transverse direction of the crash barrier section is provided.
7. The crash barrier section according to claim 6, wherein the traveling gear comprises at least two rollers arranged successively in the direction of travel, and an axial spacing of the at least two rollers, at least in the displacement position, is greater than a maximum cross-sectional width of the receptacle.
8. A crash barrier system comprising a plurality of adjustable crash barrier segments which can be connected to one another, at end faces thereof, so as to have high tensile strength, wherein at least one movable crash barrier segment according to claim 1, can be inserted between two adjustable crash barrier segments whereby the adjustable crash barrier segments are raisable and movable.
9. The crash barrier system according to claim 8, wherein a plurality of traveling gears can be controlled sequentially or simultaneously.
10. The road turnout having at least one adjustable switch, and the at least one adjustable switch comprising at least one crash barrier section according to claim 1.
11. The road turnout according to claim 10, wherein the at least one adjustable switch is mounted pivotably in a horizontal direction about a substantially vertically oriented axis.
12. The road turnout according to claim 10, wherein the at least one adjustable switch is designed so as to be flexible in a horizontal direction.
13. The road turnout according to claim 10, wherein a plurality of traveling gears can be controlled sequentially or simultaneously.
14. A method for shifting a crash barrier section according to claim 1, comprising the following steps: i. moving the at least one traveling gear of the crash barrier section from the standby position into the displacement position; ii. moving the crash barrier section on the support by the at least one traveling gear; iii. moving the at least one traveling gear from the displacement position into the standby position, wherein the crash barrier section, in order to move the at least one traveling gear into the standby position or into the displacement position, is raised from the support by a lifting device and is then lowered again, wherein the at least one traveling gear is formed as a supporting traveling gear and the crash barrier section additionally comprises at least one bearing traveling gear, which is retractable into a standby position in the receptacle of the deflection body and is extendible into a displacement position outside the receptacle of the deflection body, and wherein the supporting traveling gear and the at least one bearing traveling gear are mechanically coupled to one another for at least one of the extension or retraction.
15. The method according to claim 13, wherein the crash barrier section is raised from the support by the lifting device and is then lowered again in order to choose a direction of travel.
16. A crash barrier section comprising: a deflection body having at least one traveling gear that is movable between a standby position and a displacement position; wherein the at least one traveling gear is retracted in the standby position in a receptacle of the deflection body and is extended in the displacement position from the receptacle in such a manner that the crash barrier section is movable on a support; the crash barrier section additionally comprises a lifting device by which the crash barrier section can be raised from the support for extending and retracting the traveling gear; the at least one traveling gear is formed as a supporting traveling gear and the crash barrier section additionally comprises at least one bearing traveling gear, which is retractable into a standby position in the receptacle of the deflection body and is extendible into a displacement position outside the receptacle of the deflection body; and the supporting traveling gear and the at least one bearing traveling gear are mechanically coupled to one another for at least one of the extension or retraction.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
(1) Further advantages and individual features of the invention will become clear from the following description of an exemplary embodiment and from the drawings.
(2) The drawings show schematically:
(3) FIG. 1: a perspective depiction of a crash barrier section according to the invention with at least one travelling gear in standby position and an optional retracted lifting device;
(4) FIG. 2: a perspective depiction of a crash barrier section according to the invention with extended lifting device;
(5) FIG. 3: depiction according to FIG. 2, but with the front limb of the deflection body removed;
(6) FIG. 4: depiction according to FIG. 3, but additionally with the lifting device in the displacement position;
(7) FIG. 5: depiction according to FIG. 4, but with the lifting device retracted;
(8) FIG. 6: depiction according to FIG. 4, but with the travelling gear pivoted through 90 degrees;
(9) FIG. 7: depiction according to FIG. 6, but with the lifting device retracted;
(10) FIG. 8: depiction according to FIG. 7, but with the travelling gear pivoted through 45 degrees;
(11) FIG. 9: perspective depiction of a further exemplary embodiment of a crash barrier section according to the invention with two travelling gears and two lifting devices, with front limb of the deflection body removed;
(12) FIG. 10: depiction according to FIG. 9, but with the travelling gears with direction of travel in the longitudinal direction of the crash barrier section;
(13) FIG. 11: perspective individual depiction of a travelling gear of a crash barrier section according to the invention in the standby position;
(14) FIG. 12: perspective depiction of a travelling gear according to FIG. 11, but in the displacement position;
(15) FIG. 13: perspective individual depiction of a lifting device of a crash barrier section according to the invention in the retracted state;
(16) FIG. 14: perspective individual depiction of a lifting device according to FIG. 13, but in the extended state;
(17) FIG. 15: perspective depiction of a further alternative exemplary embodiment of a crash barrier section according to the invention with travelling gear and lifting device retracted and front limb of the deflection body removed;
(18) FIG. 16: depiction according to FIG. 15 with lifting device extended;
(19) FIG. 17: depiction according to FIG. 16, additionally with travelling gear extended;
(20) FIG. 18: depiction according to FIG. 17, with lifting device retracted again;
(21) FIG. 19: perspective depiction of a further alternative exemplary embodiment of a crash barrier section according to the invention with supporting travelling gear, bearing travelling gear and lifting device retracted and front limb of the deflection body removed;
(22) FIG. 20: depiction according to FIG. 19, with lifting device extended;
(23) FIG. 21: depiction according to FIG. 20, additionally with supporting travelling gear and bearing travelling gear extended;
(24) FIG. 22: depiction according to FIG. 21, with lifting device retracted again;
(25) FIG. 23: depiction of a road turnout according to the invention in a first state;
(26) FIG. 24: depiction of a road turnout according to the invention in a second state.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
(27) As can be seen from FIG. 1, a crash barrier section 1 according to the Invention comprises a deflection body 2, which is composed of two limbs 14 and 14. The practically vertically extending limbs 14 and 14 transition at their lower ends into the substantially horizontally extending end portions 15 and 15, which form a support for the crash barrier section 1. An upper termination profile 18 is fitted onto the deflection body 2.
(28) Both the deflection body 2 and the termination profile 18 are manufactured from galvanised steel. This is a material which is relatively inexpensive and yet offers an extremely high mechanical stability. In addition, galvanised steel has long-lasting resistance to corrosion and at the end of the service life of the crash barrier section can be recycled in an environmentally friendly manner.
(29) The hooking elements 17, 17 and 17 are attached in the end regions of the crash barrier section 1. Said hooking elements make it possible to establish a stable connection, with high tensile strength, between successive crash barrier sections 1 or crash barrier segments 13 of a crash barrier in a simple and efficient way. The crash barrier section 1 additionally comprises screw holes 16, 16 and 16 in the substantially horizontally extending end portions 15 and 15 of the limbs 14 and 14 of the deflection body. Adjacent crash barrier sections 1 can be additionally screwed to one another as a result of these adjacent screw holes 16, 16, 16. The screwing of the crash barrier sections 1 additionally guarantees a secure connection thereof, even if they were to be lifted by the impact of a vehicle.
(30) In the case of the present exemplary embodiment, in terms purely of external appearance a crash barrier section 1 according to the invention differs only slightly from an adjustable crash barrier segment known in the prior art.
(31) As can be seen from FIG. 2, the crash barrier section 1 according to the invention can be raised from a support 5 by extending the lifting device 6 from the receptacle 4 formed by the deflection body 2.
(32) FIG. 3 shows a drawing corresponding to FIG. 2, but with the front limb 14 of the deflection body 2 removed. Accordingly, it can be clearly seen in said drawing that a travelling gear 3 and the lifting device 6 are arranged within the receptacle 4. In addition, further components of the crash barrier section 1 according to the invention which are not shown in the present depiction, such as a hydraulic module 26 or batteries for supplying power to the system, can also be arranged within the receptacle 4.
(33) In FIG. 4, in addition to the lifting device 6, the travelling gear 3 is also extended from its standby position in the receptacle 4 into its displacement position. The travelling gear 3 can be designed in such a way that it can be controlled even under full loading by the weight of the crash barrier section 1 and any further adjustable crash barrier segments 13 connected thereto. The lifting device 6 can be retracted into the receptacle 4 of the deflection body 2 in order to control the direction of travel of the travelling gear 3, as is shown in FIG. 5.
(34) However, the travelling gear 3 can also be designed in such a way that it cannot be controlled under load. Then, the travelling gear 3 can be easily raised from the support in the extended state in its displacement position by means of the lifting device 6 and can then be rotated or pivoted about a vertically oriented height axis, as in the present exemplary embodiment. The travelling gear is thus pivoted for example through 90 degrees in FIG. 6. Accordingly, the crash barrier section 1, as shown in FIG. 7, can be moved along its longitudinal direction with retracted lifting device 6.
(35) A situation corresponding to FIG. 7 is shown in FIG. 8, but in this case the travelling gear 3 is only pivoted through 45 degrees. The crash barrier section 1 can thus be moved in a direction lying between its transverse and longitudinal directions by means of the travelling gear 3.
(36) FIGS. 9 and 10 show an alternative exemplary embodiment of a crash barrier section 1 according to the invention with in each case two travelling gears 3 and 3 and two lifting devices 6 and 6. The two travelling gears 3 and 3 can be controlled here optionally simultaneously, but in any case individually. FIG. 9 shows the two travelling gears 3 and 3 with their direction of travel oriented transversely to the longitudinal direction of the crash barrier section 1, whereas FIG. 10 shows the two travelling gears 3 and 3 with their direction of travel oriented in the longitudinal direction of the crash barrier section.
(37) FIG. 11 shows details of the travelling gear 3 in the standby position. The travelling gear 3 comprises a lifting and rotary cylinder 19, by which the travelling gear can be extended from its standby position in the receptacle 4 of the deflection body 2 into the displacement position. The travelling gear 3 comprises a main body 20, to which the rocker arms 7 and 7 are attached, in each case in pairs. The rollers 9 and 9 are arranged at the free ends 8 and 8 of the rocker arms 7 and 7. In the present drawing, the travelling gear 3 is shown without caterpillar track 10, such that the tooth profile on the rollers 9 is clearly visible. The rocker arms 7 each have a finger 11, which protrudes beyond the axis A and which maintains the tension of the caterpillar track 10 when the travelling gear is in its standby position. The travelling gear 3 is driven via the hydraulic motors 12, wherein a separate hydraulic motor 12 is provided for each rocker arm pair 7 and 7 with a caterpillar track 10 (not shown here).
(38) Further details of the travelling gear shown in FIG. 11 are shown in greater detail in FIG. 12, but in the displacement position of said travelling gear. The rocker arms 7 and 7 are pivoted away from one another in each case and enclose an angle of 180. The travelling gear 3 is thus movable on the support 5. The motors 12 can be operable exclusively in the same direction, such that they are used merely to drive the travelling gear. The travelling gear is then controlled by the lifting and rotary cylinder 19, which not only can raise and lower the travelling gear 3, but can also pivot or rotate it about a vertically oriented height axis by means of a separate pivot drive. However, a pivot drive can also be omitted from the lifting and rotary cylinder 19. The travelling gear is then controlled by oppositely directed or one-sided operation of the hydraulic motors 12.
(39) Finer details of the lifting device 6 of a crash barrier section 1 according to the invention can be seen in FIGS. 13 and 14. The lifting device 6 is connected to the deflection body 2 via the mounting plate 22. In the present embodiment a hydraulic cylinder 21 is attached to the mounting plate 22. The hydraulic cylinder 21 acts on the support plate 24, by means of which the crash barrier section 1 can be lifted from its support. In order to prevent a rotation of hydraulic cylinder 21 and support plate 24 during the raising and lowering, the support plate 24 is guided via two guide rods 25 and 25. In order to ensure reliable guidance, besides the mounting plate 22, a guide plate 23 is additionally attached to the opposite end of the hydraulic cylinder 21. FIG. 13 shows the lifting device 6 in the retracted state, and FIG. 14 shows said device in the extended state.
(40) FIGS. 15 to 18 show a further alternative exemplary embodiment of a crash barrier section 1 according to the invention. The deflection body 2 thereof (not shown completely) is similar in respect of its construction to that described above. In the shown depictions, the front limb 14 has been omitted and merely the rear limb 14 and the substantially horizontally extending end portion 15 have been shown. A travelling gear 3 and a lifting device 6 are likewise arranged in the receptacle 4 of the crash barrier section 1 formed by the deflection body 2. In addition, a hydraulic module 26 is housed in the receptacle 4.
(41) As can be seen from FIG. 16, the crash barrier section 1 is raised from a support 5 by extending the lifting device 6 in a manner similar to the exemplary embodiments discussed previously.
(42) In FIG. 17, additionally to the lifting device 6, the travelling gear 3 is also extended in the displacement position from the standby position. The main body 20 of the travelling gear 3 is for this purpose guided by the guide profile 29, 29. For the extension, a displaceably mounted hydraulic cylinder 21 draws the limbs 30, 30 acting on the main body 20 together uniformly, whereby the travelling gear 3 is extended from the receptacle 4. As a result of this embodiment, in particular the overall height of the travelling gear construction in the retracted state (FIGS. 15 and 16) can be minimised, which is of significance for the installation of the travelling gear 3 in crash barrier systems already established on the market.
(43) In FIG. 18 the lifting device 6 is retracted again. The crash barrier section 1 now rests from the travelling gear 3. Amongst other things, it can be seen that the travelling gear 3 comprises a pair of rocker arms 7, 7, which are arranged offset on opposite sides on the main body 20. Rollers 9, 9 are attached to the rocker arms 7, 7 on either side (for improved clarity, only some of the rollers have been provided with a reference sign). Some of these rollers 9, 9 are driven by the drive 12, which is also formed here as a hydraulic motor. The drivetrain is formed by the chains 31, 31 and the pivot axis 32.
(44) FIGS. 19 to 22 show a further alternative exemplary embodiment of a crash barrier section 1 according to the invention. In this case, the travelling gear is embodied as a supporting travelling gear 27. A bearing travelling gear 28 is additionally provided. In FIG. 19 both the supporting travelling gear 27 and the bearing travelling gear 28 are retracted into the receptacle 4 of the crash barrier section 1. The supporting travelling gear 28 is for this purpose rotated with its direction of travel in the longitudinal direction of the crash barrier section. It can thus be housed without difficulty in the receptacle 4. The supporting travelling gear 28 comprises a plurality of rollers 9, 9, which are arranged in succession in the direction of travel. The bearing travelling gear 28 comprises a plurality of rollers 9 (only some of which are provided with a reference sign). In contrast, however, to the supporting travelling gear 27, these rollers are arranged coaxially.
(45) In FIG. 20 the crash barrier section 1 is raised from the support 5. This is implemented by means of the lifting device 6, similarly to the previously discussed exemplary embodiments. The supporting travelling gear 27 and the bearing travelling gear 28 can then be extended, as can be seen in FIG. 21. This is implemented by actuating the hydraulic cylinder 21, which acts on the travelling gear frame 33 of the bearing travelling gear 28. The supporting travelling gear 27 is mechanically coupled to the bearing travelling gear 28 via the travelling gear frame 33. As the supporting travelling gear 27 is extended, it can be rotated simultaneously, by means of a slotted guide.
(46) In FIG. 22 the lifting device 6 is retracted again into the receptacle 4. The crash barrier section 1 thus rests substantially on the bearing travelling gear 28, wherein the supporting travelling gear 27 takes on a supporting function and prevents the crash barrier section from tipping over. The crash barrier section 1 is movable via the drive 12. This is coupled to the axis 35 of the bearing travelling gear 28 via the chain 31.
(47) FIGS. 23 and 24 explain the application of a road turnout 36 according to the invention in an exemplary manner. The starting position is a four-lane motorway with the lanes A, B, C and D. The lanes C and D have to be blocked off, for example for resurfacing. The traffic, for this reason, must be diverted over three lanes into lanes A and B, and a further lane E. The starting position is FIG. 23. Here, the traffic is guided in a first direction in lanes A and B, which transition by means of the road turnout 36 into lanes A and E. In a second direction, the traffic is guided in the three-lane section only in lane B. This lane transitions into lane D, whereas lane C is blocked off in the region of the road turnout. However, the traffic can be guided in two lanes again in lanes C and D after the road turnout.
(48) FIG. 24 shows the road turnout 36 after it has been reworked. The switches 37, 37 (shown here as thick lines) are to this end each equipped with a plurality of movable crash barrier sections 1 as described above. The switches 37, 37 are flexible in the horizontal direction. By separately controlling the individual travelling gears 3, the bend of the switches can be ideally adapted or precisely defined, such that the course of the lane can also be adapted or defined in this way. The lane A now transitions into lane E. The lane B is blocked off in the region of the road turnout 36. The lanes C and D transition into the lanes A and B. With the shown road turnout the traffic can thus be guided electively in two lanes or one lane in the first or second direction.
(49) In order to increase the safety of the road turnout in the event of a vehicle impact, the ends 38, 38 of the switches 37, 37 can be releasably connectable at their end faces to the further fixed crash barrier design so as to have high tensile strength, in particular in a form-fitting manner, optionally additionally also in a frictionally engaged manner.
