• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a restraint barrier (1) for arrangement on a carriageway (F) with a road surface (O). It comprises a barrier arm (2) extending along a longitudinal axis (L) with a first lever section (3) in the form of a shut-off arm, a second lever section and a bearing point (5) located between the two lever sections (3, 4), a stationary one to the carriageway (F) arranged pivot bearing on which the barrier arm (2) with the bearing point (5) about a pivot axis (S6) is pivotally mounted, wherein the pivot axis is substantially parallel to the roadway (F), and one on the second lever portion acting counterweight (7). The barrier arm (2) is in a closed position in which the first lever portion (3) is oriented substantially parallel to the road surface (O), in an open position in which the first lever portion (3) inclined at an angle, in particular at right angles, to the road surface ( O) is oriented about the pivot bearing is pivotable. The counterweight (7) is formed separately from the barrier arm (2) and comprises a lever arm with a weight body (12) which acts with an active portion (11) on the second lever portion, the operative portion with the second lever portion via a bearing (8). in connection, wherein in a pivoting of the barrier arm (2), the angle between the lever arm of the counterweight (7) and barrier arm (2) changed.
    公开号:CH710172A2
    申请号:CH01152/15
    申请日:2015-08-11
    公开日:2016-03-31
    发明作者:Lars Kaufmann；Lorenz Kaufmann
    申请人:Kaufmann Ag Goldau；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to a barrier with a counterweight according to the preamble of claim 1.
    STATE OF THE ART
    Barriers to traffic routes are known from the prior art. The barriers are also referred to as a barrier or barrier tree.
    For example, barriers at railway junctions are known which essentially serve a shut-off function, but not impact protection in the sense of a guardrail.
    Next barriers in the field of highways have become known, which provide a barrier between two directional lanes. Such barriers can provide impact protection so that a colliding vehicle does not enter the oncoming lane. Such barriers are usually solid and the barrier arm or the barrier arm has a corresponding weight due to its retention function. Typically, a barrier arm is actuated with an electric or hydraulic drive. Especially in an emergency, however, these barriers have the disadvantage that the barrier arm can not be opened in the event of failure of the drive or a power failure.
    The arrangement of a fixed counterweight would be technically possible, but usually falls out of consideration, because the lever arm relative to the barrier arm usually has to be made very long, which would lead to a larger opening would have to be dug in the field of the road.
    PRESENTATION OF THE INVENTION
    Starting from this prior art, it is an object of the present invention to provide a restraint barrier which overcomes the disadvantages of the prior art. In particular, it is an object of the present invention to provide a barrier, which can be operated without the use of electric or hydraulic drives, so self-sufficient.
    This object is achieved by the subject matter of claim 1. Accordingly, a restraint barrier for placement on a roadway having a road surface comprises a barrier arm extending along a longitudinal axis having a first lever portion in the form of a shut-off arm, a second lever portion and one between the two lever portions lying bearing point, a fixed to the roadway arranged pivot bearing on which the barrier arm is pivotally mounted with the bearing about a pivot axis, wherein the pivot axis is substantially parallel to the roadway, and acting on the second lever portion counterweight. The barrier arm is pivotable about the closed position in which the first lever portion is oriented substantially parallel to the road surface, in the open position in which the first lever portion is angled inclined, in particular at right angles, to the road surface, about the pivot bearing. The counterweight is formed separately from the barrier arm and comprises a lever arm which acts on the second lever portion with an operative portion and a weight body connected to the lever arm. The weight body brings ballast or weight. The operative portion communicates with the second lever portion via a bearing in connection, wherein in a pivoting of the barrier arm, the angle between the lever arm of the counterweight and the barrier arm or second lever portion is changed.
    By this arrangement, the length of the second lever portion of the barrier arm can be shortened massively, because this no longer acts as an essential counterweight, but because the necessary weight for a light or balanced pivoting of the barrier arm by the counterweight, which on the camp with is provided in connection with the second lever portion. By means of this shortening, the restraining barre can be made very compact on the condition that the restraining barge must be manually operated. Depending on the weight of the first lever section, the recess in the area of the second lever section in the region of the roadway can be made less deep or even completely omitted.
    Due to the compactness, it is also possible to arrange the entire mechanism within a narrow profile, so that the entire system does not expand transversely to the longitudinal axis. In particular, the mechanism can be arranged within the guide walls of a retaining wall or guardrail.
    In addition, due to the formation of the counterweight of the barrier arm in the region of the first lever arm can be made more massive, so that the barrier arrangement as such has a greater retention level, for example in the range of retention level H1 to H3.
    Said first lever arm and said second lever arm are preferably arranged collinear with each other and also extend along the longitudinal axis.
    Particularly preferably, when the first lever portion is in the closed position, the lever arm of the counterweight extends in the direction of a longitudinal axis extending through the first lever portion substantially along the said longitudinal axis. The lever arm of the counterweight is substantially collinear with the first lever section. From the closed position to the open position, the angle between the longitudinal axis of the first lever portion and the lever arm of the counterweight changes. In the open position, the angle is approximately at 85 ° to 95 °.
    The cross section of the counterweight, in particular of the lever arm and the weight body, seen transversely to said longitudinal axis is preferably not greater than the maximum cross section of the first lever arm.
    The lever arm is preferably a profile extending along an axis, wherein said weight body are arranged in the region of the active portion. The weight bodies are preferably fixedly connected to the said lever arm, for example via a screw connection or a welded connection. Particularly preferably, the weight bodies are arranged between the lever arm and the road surface. The said weight bodies preferably extend along the lever arm and preferably have a length which is shorter than half the length of the lever arm. But the weight bodies can also be an integral part of the lever arm.
    Preferably, the length of the second lever portion is at least five times smaller than the length of the first lever portion. The second lever portion preferably has a maximum length of 110 cm. Particularly preferably, the length of the second lever section is between 70 cm and 110 cm. Depending on the design of the counterweight and the first lever portion and a recess which extends into the road surface, be omitted or there must be a recess, the depth of the recess is lower due to the advantageous design of the counterweight, as in the case the art known barriers.
    The bearing between the second lever portion and the lever arm of the counterweight may be formed variously.
    In a first embodiment, the lever arm is mounted such that it is pivotally connected to the operative portion with the second lever portion and that the lever arm of the counterweight during the movement from the closed position into the open position performs a combined movement of pivoting and translation. In a second development, the active section is translationally connected to the second lever section and, during the transition from the closed position to the open position, essentially results in a pivoting movement. Preferred variants of the two developments are explained below.
    In the first embodiment of the invention, the counterweight and the second lever portion via a rotary bearing with each other, wherein the pivot axis of the pivot bearing parallel to the pivot axis of the pivot bearing, on which the barrier arm is mounted extends. The said bearing is therefore a rotary bearing, in particular a sliding bearing or a rolling bearing.
    The pivot bearing is preferably fixedly secured to the second lever portion and is in particular at the free end of the second lever arm. Under fixed firmly understood that the pivot bearing in operation does not shift relative to the second lever arm, but is adjustable for balancing. However, the pivot bearing can also be firmly formed on the second lever portion, for example as an integral element or via a welded connection.
    Preferably, the retention barrier further has a guide over which the counterweight is guided in its movement. The guide can be part of a barrier arrangement or be embedded in a foundation in the roadway separately.
    In a first embodiment, the guide comprises a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other. The longitudinal guide is part of the lever arm of the counterweight. The guide roller is arranged stationary to the roadway plane and the longitudinal guide is part of the counterweight and displaceable relative to the stationary placed guide roller. This means that the lever arm is essentially supported by the guide roller and is moved on the guide roller during the movement of the barrier arm to the fixed guide roller.
    In a second embodiment, the guide comprises a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other, wherein the longitudinal guide is arranged stationary to the road surface and the guide roller part of the counterweight, in particular of the lever arm, and relative to fixedly placed longitudinal guide is displaceable.
    In both embodiments of said guides the lever arm of the counterweight is with its operative portion preferably via a pivot bearing with the second lever portion of the barrier arm in combination.
    In a particularly preferred embodiment, the relative position of the contact point between the second lever portion and the operative portion of the counterweight, in particular in the vertical, is adjustable. As a result, fine adjustment with respect to the force and the lever ratio can be made. For this purpose, the rotary bearing is particularly preferably arranged on a threaded plate, which is designed to be adjustable relative to the second lever section.
    Preferably, the stationary pivot bearing is fixedly disposed on a first support member, which support member is connectable to a foundation of the road, such that the stationary pivot bearing is mounted at a fixed distance from the surface of the road surface.
    The stationary parts of the guide, so in particular either the role or the longitudinal guide is fixedly disposed on a second support element, which second support member is connectable to a foundation of the road, such that the guide can be mounted at a fixed distance from the surface of the road surface is.
    The said support elements are for example designed as a support whose lower end is in communication with the foundation and whose upper end serves to receive the pivot bearing. The support may for example be a steel profile, in particular an H-profile. Alternatively, the support may also be through the interior of a steel profile in the form of a baffle. The pivot bearing is then mounted between two walls of the baffle in the interior thereof. Such baffles preferably have the outer shape of jersey elements.
    In a particularly preferred embodiment of the first development, the restraint barrier is designed as follows: The restraint barrier for arrangement on a roadway with a road surface a barrier arm with a first lever portion in the form of a Absperrarms, a second lever portion and a lying between the two lever sections Bearing, a fixed to the roadway arranged pivot bearing on which the barrier arm is pivotally mounted with the bearing about a pivot axis, wherein the pivot axis is substantially parallel to the roadway, and acting on the second lever portion counterweight. The barrier arm is pivoted about a closed position, in which the first lever portion is oriented substantially parallel to the road surface, in an open position in which the first lever portion is angled inclined, in particular at right angles, to the road surface, about the pivot bearing. The counterweight is formed separately from the barrier arm, and upon pivoting of the barrier arm, the counterweight is movable relative to the second lever section. The counterweight and the second lever portion are connected via a rotary bearing with each other, wherein the pivot axis of the pivot bearing parallel to the pivot axis of the pivot bearing, on which the barrier arm is mounted extends. The counterweight is mounted with a guide comprising a guide roller and a longitudinal guide, wherein the guide roller and the longitudinal guide are displaceable relative to each other. The longitudinal guide is part of the lever arm of the counterweight. The guide roller is arranged stationary to the roadway plane and the longitudinal guide is part of the counterweight and displaceable relative to the stationary placed guide roller. This means that the lever arm is essentially supported by the guide roller and is moved on the guide roller during the movement of the barrier arm to the fixed guide roller.
    In the second embodiment of the invention, the counterweight is mounted on a stationary pivot bearing, wherein the pivot axis of the pivot bearing extends parallel to the pivot axis of the pivot bearing and that the second lever portion comprises a guide and the counterweight comprises a guide element, via which the counterweight to this guide is stored.
    The pivot bearing of the second development is mounted on a support element according to the above description of the first development.
    Particularly preferred in all developments, the mass of the counterweight with increasing distance to the second lever portion smaller. The weight body is preferably arranged as close as possible to the pivot bearing.
    Preferably, all further developments of the restraint barrier further comprise a damping element which damps the movement of the counterweight.
    The damping element is preferably a fluid cylinder, in particular a hydraulic or a pneumatic cylinder, with a throttle and is arranged on the counterweight and / or on a support element. Particularly preferably, the piston rod is connected to the free end via a pivot bearing with a support element and the fluid cylinder is connected to the lever arm of the counterweight.
    The first lever portion has seen in a preferred form in cross section at right angles to the first lever portion, the shape of a hollow body, in particular the shape of a guard rail or a baffle, in particular with the outer shape of a jersey element on. Preferably, the counterweight and associated elements are arranged in a baffle.
    Preferably, the Absperrarm further comprises a remote from the pivot bearing locking element which engages locking element on a stationary arranged to the road surface bolt receptacle. The locking element is designed such that it can be unlocked by hand, so that when the Absperrarm is in the closed position, this can be easily unlocked. Next, the locking element is designed such that upon movement from the open position to the closed position, the shut-off is automatically locked.
    The locking element preferably comprises a latch, which can be operated by hand. The locking element can also be designed automated, for example with an electric drive.
    The locking element is in particular designed such that it has the same retention level, as the barrier arrangement as such. Preferred is a retention level from H1 to H3.
    The locking element can also serve as a dilating element, with which thermal expansion in the direction of the longitudinal axis can be compensated.
    Particularly preferably, the first lever portion has a length of 5 to 10 meters, in particular from 5 to 7 meters.
    Particularly preferably, the torque provided by the counterweight about the pivot bearing is greater than the torque provided by the first lever section
    Further embodiments are given in the dependent claims.
    BRIEF DESCRIPTION OF THE DRAWINGS
    Preferred embodiments of the invention are described below with reference to the drawings, which are merely illustrative and not restrictive interpreted. In the drawings show:<Tb> FIG. 1 <SEP> is a perspective view of a retention barrier according to an embodiment of the present invention in the closed position;<Tb> FIG. 2 <SEP> the retention barrier according to FIG. 1 between the closed position and the open position;<Tb> FIG. 3 <SEP> is a side view of the restraint barrier according to FIG. 1 in the closed position;<Tb> FIG. Fig. 4 is a side view of the retention barrier of Fig. 1 between the closed position and the open position;<Tb> FIG. 5 <SEP> is a side view of the retention barrier of FIG. 1 in the open position; and<Tb> FIG. 6 <SEP> a detail view of the connection between the barrier arm and the counterweight.
    DESCRIPTION OF PREFERRED EMBODIMENTS
    In Fig. 1, a restraint barrier 1 for arrangement on a carriageway F with a road surface O is shown. In use, the restraint barrier 1 is preferably located between two restraint elements in the composite of a median strip transfer system or a perimeter of a carriageway, wherein when the restraint barrier 1 is open, a vehicle can pass the released transit area between the restraining elements. When closed, the retention barrier 1 prevents passage, preferably in such a way that the retention barrier 1 fulfills the same security level as the retention elements. It is particularly preferred that the latter is retained by the restraint barrier 1 in the event of an impact by an accident vehicle. The restraint barrier 1 thus serves to provide a pass-through area between the restraint elements, so that vehicles from blue light organizations, such as police, fire brigade or ambulance, can pass through the restraint elements. The restraint barrier 1 can be easily operated by the appropriate organization for emergency operation by hand. In particular, the restraint barrier works independently, ie without electric or hydraulic drive, so that, for example in the case of a power failure, the retention barrier can be pivoted from the closed position to the open position simply and without much effort.
    The retaining barrier 1 is located in the Fig. 1 in the closed position. That is, the restraint barrier 1 provides a drive-through barrier for a vehicle. The drive-through area can not be passed. The retention barrier 1 is shown here in conjunction with a retaining element 29. The retaining element 29 is shown here as a guard rail element. Typically, the retention barrier at the free end 30 engages another guard rail element not shown in the figures and is locked thereto in the closed position. The locking is preferably tensile with respect to a tensile force in the direction of the longitudinal direction and can also absorb transverse forces. Retention levels in the range of H1 to H3 are preferred.
    In Fig. 2, the retention barrier is shown in a position between the closed position and the open position. The passage area between two guard rail elements 29 is partially released.
    The retention barrier 1 comprises a barrier arm 2 with a first lever portion 3 in the form of a Absperrarms, a second lever portion 4 and a lying between the two lever sections 3, 4 bearing 5. The Absperrarm may have the form of a guardrail or a baffle. Furthermore, the barrier comprises a stationary to the road F arranged pivot bearing 6, on which the barrier arm 2 is pivotally mounted with the bearing 5 about a pivot axis S6. The pivot axis S6 is substantially parallel to the surface O of the roadway F. The barrier arm 2 is from the closed position, in which the first lever portion 3 is oriented substantially parallel to the road surface O, in an open position in which the first lever portion 3 inclined at an angle Road surface O is oriented to the pivot bearing 6 pivotally. In the closed position, as shown in FIG. 1, the first lever section 3 counteracts a drive-through barrier for a passage in the region of the barrier arm, that is to say in the space R. In the open position, the barrier arm 2 is oriented towards the road surface O such that the barrier arm 2 does not provide a drive-through barrier for a passage; the passage is therefore possible. A vehicle can thus pass through the retention barrier 1 in the area of the barrier arm 2.
    The retaining barrier 1 comprises a counterweight 7 for manual opening, which is formed separately from the barrier arm 2. The counterweight 7 comprises a lever arm 17, which acts with an operative portion 11 on the second lever portion 4 of the barrier arm 2, and a fixed to the lever arm 17 in conjunction are the weight body 12. About this effective portion 11, the force of the counterweight acts on the second lever portion 4. The active portion 11 of the lever arm 17 of the counterweight 7 is connected via a bearing 8 with the second lever portion 4 in connection. Upon pivoting of the barrier arm 2, the angle between the lever arm of the counterweight 7 and the second lever portion 4 is changed. Due to the arrangement of the formed separately from the barrier portion 2 counterweight 7, which transmits a force with the active portion 11 on the second lever portion of the barrier arm 2, the second lever portion 4 can be formed comparatively short, so that the structural masses in the region of the second lever portion 4 with can be performed very little effort. In particular, configurations are possible in which the lifting of a recess for the second lever arm and the counterweight in the road is eliminated or the recess must have only a small depth.
    The weight body 12 is arranged here below the lever arm 17. Preferably, it is metal plates, which are welded to the lever arm 17. For the lever ratios, it is advantageous if the weight body 12 is placed as close as possible to the pivot bearing 8.
    Further, the retaining barrier 1 comprises a guide 9, via which the counterweight 7 is guided in its movement. In the embodiments shown according to FIGS. 1 and 2, the guide comprises a guide roller 10 and a longitudinal guide 16. The guide roller and the longitudinal guide 16 are in a movement of the barrier arm 2 of the closed position in the Open position or back relative to each other displaceable.
    In the embodiment shown, the guide roller 10 is arranged stationary to the road surface F and the longitudinal guide 16 is part of the counterweight 7, namely part of the lever arm 17 of the counterweight. 7
    The guide roller can preferably be displaced in the direction of the longitudinal axis, whereby the opening force can be adjusted to the second lever portion.
    In Figs. 3 to 5, the function of this guide is well shown. In Fig. 3, the closed position is shown. 4, the barrier arm 2 is located between the closed position and the open position, it being easy to see that the angle between the barrier arm 2 and the lever section 17 has already changed via the rotary bearing 8. The counterweight 7 has thus moved in the direction of the pivot bearing 6 and thus the longitudinal guide 16 has been moved to the guide roller 10 accordingly. In other words, the longitudinal guide 16 of the lever arm 17 slides on the stationary guide roller 10 in the direction of the pivot bearing 6. In Fig. 5, the open position is shown, from which it can be seen that the movement of the counterweight 7 has progressed further. The counterweight 7 is also here in its open position.
    In other words, the connection between the counterweight 7 and the second lever portion 4 is formed as a bent lever or articulated joint.
    In addition, a recess in the foundation 34 is indicated in FIG. 5. The recess in the foundation has the advantage that the counterweight can protrude below the road surface O in the case of a particularly heavy barrier arm in the open position.
    In an alternative embodiment, it is also conceivable that the longitudinal guide is arranged stationary to the road surface F and that then the guide roller is part of the counterweight and relative to the stationary placed longitudinal guide 16 is displaceable. The longitudinal guide is here preferably a U-profile mounted on the roadway or support element, which is preferably parallel to the roadway plane. This embodiment is advantageous in counterweights which are relatively heavy and long.
    With reference to FIGS. 1 to 5 it can further be recognized that the retention barrier 1 further comprises a damping element 15 damping the movement of the counterweight 7. The damping element 15 is arranged here in the region of the lever arm 17 of the counterweight. The damping element 15 is preferably a fluid cylinder 18, in particular a pneumatic cylinder or a hydraulic cylinder, with a movable piston rod in a piston chamber 20. The piston chamber 19 further comprises a throttle. About the throttle, the fluid outlet or the fluid passage during displacement of the piston rod 20 can be controlled. The fluid cylinder 18 is in contact with the piston rod 20 with a stationarily arranged stop element 21. The stopper member 21 may be a stopper plate on which the piston rod 20 is incident, or the stopper member 21 may be a bearing eye with which the piston rod 20 is in communication. Upon a displacement of the lever arm 17 of the counterweight 7 relative to the stationary arranged stop member 21, the piston rod 20 moves in the piston chamber 19 and the fluid exits through the throttle from the piston chamber 19. The fluid cylinder 18 may be arranged in various ways. Preferably, however, it is arranged so that the piston rod is in the closed position in the interior of the piston chamber. The other configuration, in which the piston rod is in the closed position outside of the piston chamber is, as shown in the figures, also possible. The cross-section of the throttle can preferably be adjusted so that the volume flow of the exiting fluid controls the damping. More preferably, the piston rod 20 is fixedly arranged on the stop element 21 so that not only the movement from the closed position to the open position is damped, but also the reverse movement.
    The arrangement of a fluid cylinder has the advantage that it can be actively controlled in a development of the embodiment, whereby the movement of the barrier arm can also be done automatically. For this purpose, a drive unit or a motor should be provided. In emergency operation, the restraint barrier can still be moved manually and independently of the drive unit due to the above-described training.
    With reference to FIGS. 1 to 5, various features of the particularly preferred retention barrier 1 will now be explained in more detail.
    The stationary pivot bearing 6 is arranged on a first support member 13, the support member 13 is connectable to a foundation of the road F, so that the stationary pivot bearing 6 is mounted at a fixed distance from the surface O of the road plane F. The first support element 13 is, for example, a steel beam, which is preferably connected to a concrete foundation with a screw connection. The first support member 13 may also be part of a metal profile, which is screwed onto the road surface. Such metal profiles preferably have the outer shape of a jersey element.
    The stationary parts of the guide, in this case the guide roller 10, are arranged on a second support element 14. The second support element 14 is also placed in a foundation of the road F connectable. For example, the second support element is fastened thereto via a screw connection. The second support element 14 here also has the form of a perpendicular to the road surface oriented carrier, in particular a steel beam. The said stop element 21 for the damping element is in this case connected to the second support element 14. However, the stop element 21 can also be anchored as a separate carrier on a foundation in the roadway.
    The first lever portion 3 in the form of the shut-off arm of the barrier arm 2 may be formed variously. For example, the lever portion 3 in cross-section to the longitudinal axis L have the shape of a guardrail or have the outer shape of a jersey element. The outer shape in the form of a jersey element is a steel profile which has side walls 22 arranged at an angle to one another, which extend at an angle from the roadway surface O and then meet at a defined distance and communicate with a top wall 23 , In Figs. 1 and 2, such an outer mold is indicated.
    The barrier arm 2 comprises at the free end of the first lever portion 3 relative to the pivot bearing 6, a locking element, which is not shown in the figures. With the locking element, the barrier arm 2 can be connected to a bolt receptacle that is stationary relative to the roadway. The bolt receptacle can be integrated into a retaining element or guardrail element.
    The first lever portion 3 of the barrier arm 2 preferably has a length of 5 to 10 meters, in particular of 5 to 7 meters. This means that the passage width through the barrier also corresponds approximately to this degree. The second lever portion 4 is solidly shorter. The length of the second lever portion preferably corresponds to a length which corresponds to the distance of the pivot bearing 6 to the road surface O. Typically, the length of the second lever arm 4 is less than 1.10 meters.
    Can be further recognized that the mass distribution of the first lever portion 3 is such that it is greater at each position on the side of the pivot bearing 6, which is opposite to the counterweight 7 than on the counterweight facing Page. This ensures that the barrier arm 2 can also be easily moved from the open position into the closed position.
    In FIG. 6, a particularly preferred embodiment of the rotary bearing 8, which connects the second lever portion 4 with the lever arm 17 of the counterweight 7, is now shown. The rotary bearing 8 is arranged here on a pivot bearing space 24. The pivot bearing receptacle 24 is fixedly arranged on the end face 25 of the second lever section 4. For example, welded or even part of the second lever portion 4. The pivot bearing receptacle 24 includes two relatively displaceable bearing plates 26, which are connected by screws 27 with each other. The one bearing plate is fixed to the lever portion 4 in connection and the other bearing plate is displaceable relative to a bearing plate. Between the two bearing plates 26 Schiftelemente 32 are arranged, via which the distance A of the two bearing plates 62 can be adjusted.
    The correct distance A can be adjusted by lining up several schift elements 32 and connect via the screws 26, the two bearing plates and Schiftelemente 32 clamped to each other. The displaceability of the two bearing plates 26 is such that the position of the pivot bearing 8 can be adjusted transversely to the longitudinal axis L of the second lever portion 4. By this shift, a fine adjustment or a taring of the lever ratio between the barrier arm 2 and counterweight 7 can be made so that the lever ratios hold approximately the balance. Generally speaking, this means that the relative position of the contact point between the second lever portion 4 and the counterweight 7 with respect to the longitudinal axis L is adjustable.
    FIG. 6 also shows a particularly preferred embodiment of the rotary bearing. The pivot bearing 8 here comprises a pivot pin 28. The pivot pin 28 is guided through a tab 31 integrally formed on the counterweight and through a bearing block 33. The bearing block 33 is part of one of the two bearing plates 26th
    LIST OF REFERENCE NUMBERS
    [0068]<Tb> 1 <September> retaining barrier<Tb> 2 <September> Barrierenarm<tb> 3 <SEP> first lever section<tb> 4 <SEP> second lever section<Tb> 5 <September> bearing<Tb> 6 <September> pivot bearings<Tb> 7 <September> counterweight<Tb> 8 <September> pivot<Tb> 9 <September> Leadership<Tb> 10 <September> leadership<Tb> 11 <September> active section<Tb> 12 <September> weight body<tb> 13 <SEP> first support item<tb> 14 <SEP> second support item<Tb> 15 <September> damping element<Tb> 16 <September> longitudinal guide<Tb> 17 <September> arm<Tb> 18 <September> fluid cylinder<Tb> 19 <September> piston chamber<Tb> 20 <September> piston rod<Tb> 21 <September> stopper<Tb> 22 <September> sidewall<Tb> 23 <September> top<Tb> 24 <September> rotary bearing seat<Tb> 25 <September> front side<Tb> 26 <September> bearing plates<Tb> 27 <September> Screws<Tb> 28 <September> pintle<Tb> 29 <September> guardrail element<tb> 30 <SEP> free end<Tb> 31 <September> tabs<Tb> 32 <September> Schiftplatten<Tb> 33 <September> pedestal<Tb> 34 <September> Foundation<Tb> A <September> distance<Tb> L <September> longitudinal axis<Tb> F <September> roadway<Tb> O <September> road surface<Tb> S6 <September> swivel axis<Tb> S8 <September> axis of rotation
    权利要求:
    Claims (15)
    [1]
    A containment barrier (1) for placement on a carriageway (F) with a carriageway surface (O)a barrier arm (2) extending along a longitudinal axis (L) having a first lever section (3) in the form of a shut-off arm, a second lever section (4) and a bearing point (5) lying between the two lever sections (3, 4),a stationary to the carriageway (F) arranged pivot bearing (6) on which the barrier arm (2) with the bearing point (5) about a pivot axis (S6) is pivotally mounted, wherein the pivot axis is substantially parallel to the roadway (F),and a counterweight (7) acting on the second lever portion (4),wherein the barrier arm (2) moves from a closed position, in which the first lever section (3) is oriented substantially parallel to the road surface (O), into an open position in which the first lever section (3) is inclined at an angle, in particular at right angles, to the roadway surface (3). O) is pivotable about the pivot bearing (6),characterized,in that the counterweight (7) is formed separately from the barrier arm (2) and comprises a lever arm (17) with a weight body (12) which acts on the second lever portion (4) with an operative portion (11), the operative portion being in contact with the second lever portion (4) via a bearing (8) is in communication, wherein at a pivoting of the barrier arm (2), the angle between the lever arm (17) of the counterweight (7) and barrier arm (2) changed.
    [2]
    2. Retaining barrier according to claim 1, characterized in that the active portion of the counterweight (7) and the second lever portion (4) of the barrier arm (2) connecting bearing is a pivot bearing (8), wherein the axis of rotation (S8) of the pivot bearing (8 ) parallel to the pivot axis (S6) of the pivot bearing (6) and wherein the pivot bearing (8) is preferably fixedly secured to the second lever portion.
    [3]
    3. retention barrier (1) according to any one of the preceding claims, characterized in that the length of the second lever portion (4) is at least five times smaller than the length of the first lever portion (3), wherein the counterweight (7) is formed such that this in the open position with respect to the road surface does not extend further down than the second lever portion (3).
    [4]
    4. restraint barrier (1) according to any one of the preceding claims, characterized in that the first lever portion (3) in the form of the Absperrarms has a mass distribution which on the side of the pivot bearing (6), which compared to the counterweight (7) is greater as on the counterweight (7) side facing.
    [5]
    5. retention barrier (1) according to any one of the preceding claims, characterized in that the retaining barrier (1) further comprises a guide (9), via which the counterweight (7) is guided in its movement.
    [6]
    6. restraint barrier (1) according to claim 5, characterized in that the guide (9) comprises a guide roller (10) and a longitudinal guide (16), wherein the guide roller (10) and the longitudinal guide (16) are displaceable relative to each other,wherein the guide roller (10) is arranged stationary to the road surface and the longitudinal guide (16) is part of the counterweight (7) and is displaceable relative to the stationary placed guide roller (10), orwherein the longitudinal guide (16) is arranged stationary to the road surface and the guide roller (10) is part of the counterweight (7) and relative to the stationary placed longitudinal guide (16) is displaceable.
    [7]
    7. restraint barrier (1) according to any one of the preceding claims, characterized in that the relative position of the contact point between the second lever portion (4) and the counterweight (7), in particular in the vertical or transverse to the longitudinal axis (L), is adjustable ,
    [8]
    8. restraint barrier (1) according to any one of the preceding claims, characterized in that the stationary pivot bearing (6) is fixedly arranged on a first support element (13), which support element (13) with a foundation of the roadway (F) is connectable, such in that the stationary pivot bearing (6) can be mounted at a fixed distance from the surface (O) of the roadway plane (F).
    [9]
    9. restraint barrier according to one of claims 5 to 8, characterized in that the stationary parts of the guide (9) on a second support element (14) are fixed, which second support element (14) with a foundation of the roadway (F) is connectable in that guide (9) can be mounted at a fixed distance from the surface (O) of the roadway plane (F).
    [10]
    10. restraint barrier (1) according to claim 1, characterized in that the counterweight is mounted on a stationary pivot bearing, wherein the pivot axis of the pivot bearing extends parallel to the pivot axis of the pivot bearing and that the second lever portion comprises a guide and the counterweight comprises a guide element on which the counterweight is mounted on this guide.
    [11]
    11. restraint barrier (1) according to any one of the preceding claims, characterized in that the mass of the counterweight (7), in particular the mass of the weight body (12), with increasing distance to the second lever portion (4) is smaller.
    [12]
    12. retention barrier (1) according to any one of the preceding claims, characterized in that the retaining barrier (1) further comprises a movement of the counterweight (7) damping damping element (15).
    [13]
    13. retention barrier (1) according to claim 12, characterized in that the damping element (15) is a fluid cylinder (18), in particular a hydraulic or a pneumatic cylinder, with a in a piston chamber (19) movable piston rod (20) and with a throttle is and is arranged on the counterweight (7) or on a support element.
    [14]
    14. retention barrier (1) according to any one of the preceding claims, characterized in that the first lever portion (3) in the cross section at right angles to the first lever portion (3) has the shape of a hollow body, in particular the form of a guard rail or the outer shape of a jersey element.
    [15]
    15. retention barrier (1) according to one of the preceding claims, characterizedin that the barrier arm (2) furthermore comprises a locking element arranged remote from the pivot bearing, which locking element engages in a bolt receptacle which is stationary relative to the roadway and / orthat the first lever section has a length of 5 to 10 meters, in particular of 5 to 7 meters, and / orthat the torque provided by the counterweight about the pivot bearing is greater than the torque provided by the first lever section
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    同族专利:
    公开号 | 公开日
    EP3000937B1|2017-08-09|
    EP3000937A1|2016-03-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1784438B1|1964-01-25|1971-10-07|Neher Maschinenfabrik Stahl U|Crash barrier|
    法律状态:
    2018-10-15| AZW| Rejection (application)|
    优先权:
    申请号 | 申请日 | 专利标题
    EP14186366.2A|EP3000937B1|2014-09-25|2014-09-25|Barrier|
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