EP2069577B1 - Vehicle restraint system - Google Patents

Description

The invention relates to a vehicle restraint system for limiting the route, which consists of releasably juxtaposed guide thresholds according to the features in the preamble of claim 1.

A vehicle restraint system counts, for example, by the DE 38 27 030 C2 to the state of the art. The vehicle restraint system is formed by a string of adjacent barriers. Each barrier has a housing-like base body which can be placed on the floor and a guide rail arranged above the base body. In the known type, the guide rail and the base body are connected by means of posts profiled in a sigmoid shape in horizontal cross section. The guide rails are welded to the posts or positively coupled via guide consoles. The lower ends of the posts are welded inside the base body. There are also embodiments in which the posts are screwed via support plates and bolts on the base body.

A comparable vehicle restraint system with a further developed coupling device for connecting two guide rails describes the EP 1 418 274 A1 , Another modification of the vehicle restraint system for use on bridges goes from the DE 103 18 357 A1 out.

The known vehicle restraint system has basically proven itself in practice. It is used in particular in construction sites with greater risk, where a retention capacity up to the containment level H2 according to DIN EN 1317 is required.

The DE 38 20 930 A1 describes a roadway separating device, which is formed by a number of basic body, which are formed as a solid body and are made for example of recycled plastic. The basic bodies are lined up in their longitudinal direction and positively coupled with each other by means of a coupling device, so that they result in a coherent wall. On the series of basic body a number of attachment body can be placed so that the separator reaches a greater overall height. The attachment bodies are arranged offset by half a length. The attachment body can be loosely placed on the body or firmly connected to these by means of fastening devices. A fastening device has as main part a fastening screw and a fastening nut.

The technological background also includes the DE 30 36 227 C2 or the FR 2 613 739 A1 ,

In practice, however, the requirements on a construction site change again and again, for example, with the progress of a roadway rehabilitation or the like. Consequently, conversion actions are relatively often necessary in which a lower containment vehicle restraint system must then be replaced by a higher containment vehicle restraint system, or vice versa. This is associated with high time and assembly costs.

Also, the thresholds of the generic type for a transport not the best conditions with it, because they are relatively large and bulky. They require accordingly much transport space. Especially is a stacking of the known barriers for transport, when rebuilding a construction site, but also difficult for shipping over long distances in containers.

The invention is therefore based on the prior art, the task of creating a transport and assembly technically improved vehicle restraint system, which also allows flexible adaptation to different levels of containment.

A first solution of this object is according to the invention in a vehicle restraint system according to the features of claim 1.

Thereafter, it is provided that the guide bar and the base body can be coupled via tie rods, each tie rod is connected to an upper end with the guide rail and with a lower end in a base body arranged abutment is clamped. The base body has inclined lateral approach plates, which are connected by an upper cover plate. Coupling points for the passage of the threaded rods are provided in the cover plate. In each case in the region of a coupling point below the cover plates, a support is arranged, in which a tension rod is guided and supported.

Specific embodiments of the solution according to claim 1 are the subject of the dependent claims 2 and 3.

In an advantageous embodiment of the guide bar is mounted on spacers with a vertical distance on the base body, wherein the tie rods extend through the spacers. In particular, the spacers can be designed rohrfömig. A tube with a round outer circumference as a spacer has the advantage that it has no sharp edges on the circumference. This is particularly advantageous in vehicle restraint systems for median strips, where an impact can occur from both directions.

The spacers have lower contact surfaces, with which they are supported in recordings, which are provided at the coupling points.

A second solution to the problem underlying the invention is claimed in claim 4.

Here, the guide rail and the base body are vertically spaced from each other via tubular spacers, wherein the tie rods extend through the spacers and the tie rods are braced with a lower end in an abutment disposed within the base body.

Particular embodiments of the solution according to claim 4 are the subject of the dependent claims 5 to 7.

Preferably, each spacer body extends from the guide bar to the abutment and is guided through an opening in the base body.

At the spacer body, a stop is provided, which comes to rest on the cover plate of the base body. At the bottom, abutment-side end of the spacer body, a centering pin is provided, which engages in a receptacle in the region of the abutment for engagement. This facilitates assembly and increases stability.

The technological relationship between the two independent solutions according to claim 1 and claim 4 consists in the modular design of the vehicle restraint system, the Leitschwellen are formed from the base body and Leitholmen, which can be coupled together via tie rods.

The guide bar and the base body can be easily and quickly coupled with each other via the tie rods. They can be mounted on the construction site. The invention provides a flexible vehicle restraint system is provided, the base body can be used to form a strand basically independently used. Depending on the application or on-site requirement, the base bodies can be supplemented by the upper guide rails in order to realize a higher degree of containment. This is particularly advantageous in construction sites, for example at construction site entrances with curvy route.

In the context of the invention, it is possible to first set up a Leitschwellenstrang, which consists only of the Basisiskörpem. In curve areas or in principle on such sections, where higher containment levels are required, the system is modularly extended to the upper guide rails. This is easily possible on site. Large conversion actions or replacement of a vehicle restraint system and replacement by another is not required.

Basically, existing base bodies can be rebuilt and equipped with upper Leitholmen, the assembly of the guide rails on the Basisiskem in the sense of the invention takes place via the tie rods.

Also transportingly the vehicle restraint system is advantageous because the base body and the guide rails can be transported separately. The base body as well as the Leitholme can be stacked well. This makes it very easy to use the storage space available on a transport vehicle or in a container. The assembly then takes place on site.

The coupling of the guide rails with the base bodies via the tie rods. For this purpose, the tension rods are braced with the provided in or on the base body abutments. This can be done for example by turning the tie rods. The abutment is arranged within the base body.

In the context of the invention are used as tie rods in particular threaded rods used. The threaded rods have at least one rod portion with a thread, by means of which the threaded rod can be clamped in the arranged in the base body abutment. Preferably, it is an external thread, in particular a coarse thread. The abutment is equipped with a corresponding internal thread. By turning the threaded rod of the guide bar and the base body are pulled against each other and braced. The actuation of the clamping or threaded rods takes place from the upper end. To have the Threaded rods a rod head on which a handle for rotating the threaded rods can be attached. Appropriately, the threaded rod passes through the upper end of the Leitholm.

Advantageous embodiments and further developments of the basic concept of the invention are the subject of the dependent claims 7 to 31.

Depending on the purpose and retention level and two superposed Leitholme can be provided. Preferably, the guide rails are round or rectangular in cross section. Conveniently, the guide rails have profiled side walls. As a result, the moment of resistance and the rigidity of the guide rails can be increased.

In addition, guard rails may be mounted on the guide rails, which extend in the longitudinal direction.

The safety of the vehicle restraint system or the barriers to transverse displacement may be increased by means of friction increasing means provided on the underside of the base bodies. The friction-increasing means may be formed by shoes, which surround the base-side runners of the base body form-fitting manner. Preferably, such shoes are made of elastomer, in particular rubber or polyurethane.

The friction-increasing means are preferably formed by friction linings, in particular profiled friction linings, which are arranged on the base body on the base body. Preferably, the friction-increasing means are at least indirectly coupled to a tension rod, wherein the contact pressure of the friction-increasing means against the ground via the tension rod is adjustable. As a result, the safety of the vehicle restraint system against transverse displacement can be varied according to local conditions.

It is also possible that the base body are mounted on or on the bottom side fixed rails. Along the rails, the base body are limited transversely displaceable. The base bodies are braced with the rails, so that the displacement of the base body along the rails only after exceeding presettable transverse forces. In this way, the vehicle restraint system receives a compliance behavior when limit loads are exceeded up to a limited side shift. After reaching the maximum lateral displacement, the vehicle restraint system takes over the full restraint.

The longitudinally abutting base body, as well as the guide rails are coupled via connectors.

For this purpose, each base body on a first end face on an insertion pocket and on the other second end face on a push-in tab. In the case of two base bodies coupled to one another, the insertion tab of the one base body engages in the insertion pocket of the adjacent base body. The insertion pocket is formed by a front-side bumper, which is spaced by two vertical webs relative to the first end face. The tuck is formed between two vertical slots in the second end face.

A further improvement in the connection between two basic bodies can be achieved by providing pin-like projections on the bottom side on the second end side of a base body. In the bottom web of the insertion pocket on the first end side of the base body recesses are provided. In the case of two base bodies coupled to one another, the projections on the second end face engage in the recesses of the insertion pocket. Preferably, the projections and the recesses are respectively arranged in the outer edge regions of the insertion pocket and the second end face. In this way, a stable connection between two basic bodies is ensured, which withstands even high bending moments.

The cover plates of two abutting base body are connected to one another via a plug-in plate overlapping the butt joint. The plug-in plate has a plate body with two perpendicularly projecting transverse webs. The plug-in board is in custom configured recordings in the Cover plates inserted and flush with the surface of the cover plates.

Likewise, two longitudinally abutting guide rails are coupled via a plug connection, said plug connection is formed on the one hand by a front side of the Leitholms provided angle profile with two vertical webs and a relation to the front side of the Leitholm projecting vertical leg and on the other hand by a coupling web extending in the transverse plane of the extending adjacent end face of the following Leitholm.

The coupling of the individual Leitschwellen with each other is easy to install, stable and allows limited Abwinkbarkeit the barriers relative to each other. This is particularly desirable in construction sites to follow curves.

To increase the stability and in particular the resistance to transverse displacement of the vehicle restraint system, one or more weighting bodies may be arranged in the base body. These may be massive, high weight bodies, such as concrete. Appropriately, the weighting bodies are provided on the bottom side with a friction-increasing means.

To weight the vehicle restraint system, fillable containers may also be provided in the base body. As containers, both those with solid walls, such as canister-like containers, as well as flexible containers, such as fillable hoses, sacks or pillows can be used. Preferably, the containers have a filler neck, which is accessible via an opening in the cover plate. The containers are also suitably provided on the bottom side with a friction-increasing means. As a filler, for example, sand or water and similar flowable or free-flowing substances can be used.

On the base body outwardly directed Aufstandsbleche are provided by the Anfahrblechen. Below the footings are in Longitudinal angle of the base body extending angle strips arranged. At the angle strips several, longitudinally spaced-apart profile body made of plastic or rubber are attached. The profile bodies increase the frictional resistance between the base bodies and the substrate. Since the profile bodies are arranged at a distance from each other, the Wasserumläufigkeit is ensured.

To determine the profile body on the angle bar, they have a longitudinal slot with which the profile body engage around the free longitudinal leg of an angle bar.

Figur 1

in perspektivischer Darstellungsweise einen Ausschnitt aus einem erfindungsgemäßen Fahrzeugrückhaltesystem;

Figur 2

die Darstellung von Figur 1 in einer Ansicht schräg von unten;

Figur 3

wiederum in der Perspektive das Fahrzeugrückhaltesystem mit einer teilweisen Explosionsdarstellung seiner Baukomponenten;

Figur 4

einen Ausschnitt aus dem Fahrzeugrückhaltesystem in einem Vertikalschnitt;

Figur 5

zwei zur Kopplung bereitstehende Leitschwellen des Fahrzeugrückhaltesystems;

Figur 6

zwei Basiskörper in perspektivischer Darstellung beim Kopplungsvorgang;

Figur 7

den Verbindungsbereich zwischen den Leitschwellen gemäß der Figur 6 in einer anderen Perspektive;

Figur 8

die beiden Basiskörper gemäß der Darstellung von Figur 6 im gekoppelten Zustand;

Figur 9

in einer Explosionsdarstellung einen oberen Leitholm mit drei Spannstangen und Distanzkörpern;

Figur 10

eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems in der Perspektive;

Figur 11

eine Stimansicht auf die Darstellung gemäß der Figur 10;

Figur 12

wiederum in perspektivischer Darstellungsweise eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems mit einer explosionsartig auseinander gezogenen Darstellung seiner Baukomponenten;

Figur 13

das Fahrzeugrückhaltesystem gemäß der Figur 12 in einer Ansicht schräg von unten;

Figur 14

in einer Perspektive das Fahrzeugrückhaltesystem gemäß den Figuren 12 und 13 in montiertem Zustand;

Figur 15

wiederum in der Perspektive einen Ausschnitt aus einem Fahrzeugrückhaltesystem;

Figur 16

ein Fahrzeugrückhaltesystem mit bodenseitig angeordneten reibungserhöhenden Mitteln in einer Schnittdarstellung;

Figur 17

das Fahrzeugrückhaltesystem gemäß der Darstellung von Figur 16 mit bodenseitig angepressten reibungserhöhenden Mitteln;

Figur 18

einen Endabschnitt einer Leitschwelle einer weiteren Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems in der Perspektive;

Figur 19

eine Seitenansicht auf die Darstellung gemäß der Figur 17;

Figur 20

eine Stimansicht auf die Darstellung gemäß der Figur 17;

Figur 21

eine Stimansicht auf ein Fahrzeugrückhaltesystem gemäß der Figur 17 beim Verbindungsvorgang zweier Leitschwellen;

Figur 22

eine Seitenansicht auf die Darstellung von Figur 21;

Figur 23

die Darstellung gemäß der Figur 21 in der Perspektive;

Figur 24

in perspektivischer Darstellungsweise jeweils den endseitigen Abschnitt zweier Basiskörper;

Figur 25

in vergrößerter Darstellung die Ausschnitte A und B aus Figur 24;

Figur 26

eine Seitenansicht auf die Darstellung gemäß der Figur 24;

Figur 27

eine Draufsicht auf die Darstellung gemäß der Figur 24;

Figur 28

eine perspektivische Ansicht auf die zweite Stirnseite einer Leitschwelle eines erfindungsgemäßen Fahrzeugrückhaltesystems;

Figur 29

eine Stimansicht auf die Darstellung gemäß der Figur 28;

Figur 30

das Detail A gemäß der Figur 29 in vergrößerter Darstellungsweise;

Figur 31

eine Seitenansicht auf die Darstellung gemäß der Figur 28;

Figur 32

eine perspektivische Ansicht auf die erste Stirnseite einer Leitschwelle eines erfindungsgemäßen Fahrzeugrückhaltesystems;

Figur 33

eine Stimansicht auf die Darstellung gemäß der Figur 32;

Figur 34

eine Seitenansicht auf die Darstellung gemäß der Figur 32;

Figur 35

eine Stimansicht auf die Darstellung gemäß der Figur 32, jedoch ohne Stirnwand mit Blick in das Innere des Basiskörpers und des Leitholms;

Figur 36

das Detail A gemäß der Figur 35 in vergrößerter Darstellung;

Figur 37

in perspektivischer Darstellungsweise den Basiskörper einer weiteren Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems;

Figur 38

einen Vertikalschnitt durch die Darstellung gemäß der Figur 39 entlang der Linie B-B;

Figur 39

die Darstellung gemäß der Figur 37 in der Seitenansicht;

Figur 40

eine perspektivische Ansicht auf den Basiskörper einer weiteren Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems mit Blick schräg von unten;

Figur 41

einen Vertikalschnitt durch den Basiskörper gemäß der Figur 40;

Figur 42

wiederum in der Perspektive den Basiskörper einer weiteren Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems in einer Ansicht schräg von unten;

Figur 43

eine Stimansicht auf den Basiskörper gemäß der Figur 42 gemäß dem Pfeil X und

Figur 44

den Ausschnitt B aus der Figur 43 in vergrößerter Darstellungsweise.

The invention is described below with reference to exemplary embodiments illustrated in the drawings. Show it:

FIG. 1

in perspective representation, a section of a vehicle restraint system according to the invention;

FIG. 2

the representation of FIG. 1 in a view obliquely from below;

FIG. 3

again in perspective the vehicle restraint system with a partial exploded view of its components;

FIG. 4

a section of the vehicle restraint system in a vertical section;

FIG. 5

two thresholds of the vehicle restraint system ready for coupling;

FIG. 6

two base bodies in perspective view during the coupling process;

FIG. 7

the connection area between the barriers according to FIG. 6 in a different perspective;

FIG. 8

the two base bodies as shown by FIG. 6 in the coupled state;

FIG. 9

in an exploded view, an upper guide rail with three tie rods and spacers;

FIG. 10

a further embodiment of a vehicle restraint system according to the invention in perspective;

FIG. 11

a voice view of the representation according to the FIG. 10 ;

FIG. 12

again in perspective representation of another embodiment of a vehicle restraint system according to the invention with an exploded exploded view of its components;

FIG. 13

the vehicle restraint system according to FIG. 12 in a view obliquely from below;

FIG. 14

in a perspective the vehicle restraint system according to the Figures 12 and 13 in assembled condition;

FIG. 15

again in perspective a section of a vehicle restraint system;

FIG. 16

a vehicle restraint system with bottom arranged friction increasing means in a sectional view;

FIG. 17

the vehicle restraint system as shown by FIG. 16 with bottom-pressed friction-increasing means;

FIG. 18

an end portion of a traffic threshold of another embodiment of a vehicle restraint system according to the invention in perspective;

FIG. 19

a side view of the representation according to the FIG. 17 ;

FIG. 20

a voice view of the representation according to the FIG. 17 ;

FIG. 21

an end view of a vehicle restraint system according to the FIG. 17 during the connection process of two barriers;

FIG. 22

a side view on the representation of FIG. 21 ;

FIG. 23

the representation according to the FIG. 21 in perspective;

FIG. 24

in a perspective representation of each of the end-side portion of two base body;

FIG. 25

in an enlarged view the sections A and B from FIG. 24 ;

FIG. 26

a side view of the representation according to the FIG. 24 ;

FIG. 27

a plan view of the representation according to the FIG. 24 ;

FIG. 28

a perspective view of the second end face of a barrier of a vehicle restraint system according to the invention;

FIG. 29

a voice view of the representation according to the FIG. 28 ;

FIG. 30

the detail A according to the FIG. 29 in an enlarged representation;

FIG. 31

a side view of the representation according to the FIG. 28 ;

FIG. 32

a perspective view of the first end of a barrier of a vehicle restraint system according to the invention;

FIG. 33

a voice view of the representation according to the FIG. 32 ;

FIG. 34

a side view of the representation according to the FIG. 32 ;

FIG. 35

a voice view of the representation according to the FIG. 32 , but without front wall, looking into the inside of the base body and the Leitholm;

FIG. 36

the detail A according to the FIG. 35 in an enlarged view;

FIG. 37

in perspective representation, the base body of another embodiment of a vehicle restraint system according to the invention;

Figure 38

a vertical section through the representation according to the FIG. 39 along the line BB;

FIG. 39

the representation according to the FIG. 37 in the side view;

FIG. 40

a perspective view of the base body of another embodiment of a vehicle restraint system according to the invention viewed obliquely from below;

FIG. 41

a vertical section through the base body according to the FIG. 40 ;

Figure 42

again in perspective the base body of another embodiment of a vehicle restraint system according to the invention in a view obliquely from below;

FIG. 43

an end view of the base body according to the Figure 42 according to the arrow X and

FIG. 44

the detail B from the FIG. 43 in enlarged representation.

FIG. 1 shows a first embodiment of a vehicle restraint system A according to the invention, which consists of releasably connected to each other Leitschwellen 1. Details of the thresholds 1 are also based on FIGS. 2 to 5 described.

Each Leitschwelle 1 has a floor-mounted housing-like base body 2 with roof-shaped inclined side Anfahrblechen 3, 4, a top longitudinal edges 5, 6 of the Anfahrbleche 3, 4 connecting cover plate 7 and to the lower longitudinal edges 8, 9 of the Anfahrbleche 3, 4 itself from the base body 2 outwardly extending support plates 10, 11. The edge portions 12, 13 of the support plates 10, 11 are bent slightly downwards.

At a distance above the base body 2 of a barrier 1 each extending a Leitholm 14, which has a downwardly open C-shaped profile. The side walls 15, 16 of the longitudinal spar 14 are profiled by longitudinal channels 17, 18.

The guide rails 14 and the base body 2 are releasably connected to each other via tie rods in the form of threaded rods 19. In this case, passes through each threaded rod 19 with an upper end 20 of the guide rail 14. In the cover plate 7 of the base body 2 coupling points 21 for carrying out the threaded rods 19 are provided. At the coupling points 21, the threaded rods 19 are inserted into the base body 2 and can be braced with a lower end 22 in an abutment 23 arranged in the base body 2. The threaded rods 19 have an external thread 24 in the form of a coarse thread. The abutment 23 is formed by a in the lower third of a base body 2 transversely between the Anfahrblechen 3, 4 fixed abutment plate 25 and arranged below the abutment plate 25 nut 26. In each case in the region of a coupling point 21 below the cover plate 7, a plate-shaped support 27 is provided with a bore 28 with internal thread 29. Each threaded rod 19 is guided with its external thread 24 in the internal thread 29 of the support 27 and is supported in this.

The threaded rods 19 extend in the longitudinal direction through tubular spacers 30, which are arranged between the guide rail 14 and the base body 2 and space them vertically to each other. The spacers 30 have lower contact surfaces 31. With the contact surfaces 31, the spacers 30 are supported in receptacles 32, which are provided in the cover plates 7 at the coupling points 21.

The cross-sectionally C-shaped, downwardly open guide rails 14 engage over the spacers 30 and lie with their side walls 15, 16 connecting horizontal leg 33 on the upper ends 34 of the spacers 30 on.

For mounting of the guide rails 14 on the base bodies 2, the threaded rods 19 via openings 35 (see also FIG. 9 ) in the Horizontal legs 33 inserted through the guide rails 14 and the spacers 30 in the base body 2 and braced in the abutment 23. This is done by rotating the threaded rods 19 via a rod end 36 provided at the upper end 20, which is equipped with suitable key surfaces (not shown here in detail), for example a hexagon socket, for attaching a handle. In the mounted state, the rod head 34 is flush with the surface of the horizontal leg 33 or is sunk in this and is covered by a cap.

The individual barriers 1 can be assembled on site to the vehicle restraint system A. In this case, longitudinally abutting base body 2 as well as longitudinally abutting guide rails 14 via connectors 37, 38 are coupled. In principle, a strand of stacked base bodies 2 can also first be produced. This can be upgraded to the upper guide rails 14 in case of need at higher risk sites where a greater containment level is required. This is possible by means of the threaded rods 19 on site quickly and with relatively little installation effort.

The assembly of the vehicle restraint system A is again based on the representations in the FIGS. 6 to 9 explained.

The FIGS. 6 and 7 show the coupling process between the base bodies 2 of two Leitschwellen 1. Each base body 2 has at a first end face 39 a pocket 40 and at the other second end face 41 a tuck 42 on. The insertion pocket 40 is formed by a front-side impact plate 43, which is spaced apart by two vertical webs 44 with respect to the first end face 34. The insertion tab 42 is formed between two vertical slots 45 in the second end face 41. For coupling the two base bodies 2, the insertion tab 42 of the one base body 2 is inserted into the insertion pocket 40 of the adjacent base body 2. Here, the vertical slots 45 overlap the vertical webs 44 and the connector 37 is made.

The cover plates 7 of the two abutting base body 2 are connected to one another via a plug-in plate 47 which overlaps the butt joint 46 and which are inserted in receptacles 48 in the abutting region of the cover plates 7. The plug-in plate 47 has a plate body 49 with two transverse webs 50 projecting at right angles. The transverse webs 50 engage behind the opposing front plates 51, 52 of the base body 2, so that a form-locking coupling is ensured. The plug-in plates 47 are secured by means of bolts 53, which are screwed into threaded bores 54 in the region of the receptacles 46. The plug-in plates 47 can also be used to cover the receptacles 32 of unused coupling points 21.

The Leitschwellenstrang made of base bodies 2 meets at least the requirements of DIN EN 1317 regarding the Anfahrversuchs TB 21 and thus the containment stage T1. To upgrade to a containment level H2 of the Leitschwellenstrang is extended and supplemented by upper guide rails 14. The component components essentially required for this purpose are again in FIG. 9 shown. The spacers 30 are mounted on the base bodies 2. For this purpose, the plug-in plates 47, which cover the receptacles 32 at the coupling points 21, removed and placed the spacers 30 with their contact surfaces 31 in the receptacles 32 and fixed by screws 55. Subsequently, the guide rail 14 is placed on the spacer body 30 and clamped by means of the threaded rods 19 relative to the base body 2.

The connector 38 between two longitudinally abutting Leitholmen 14 consists on the one hand by a front side of the Leitholms 14 provided angle section 56 on one end face 57 of the Leitholms 14 and on the other hand by a coupling web 58 on the opposite second end face 59 of the Leitholms 14. The angle section 56 has a Vertical leg 59, which protrudes through two not visible in the drawings vertical webs with respect to the end face 57 of the guide rail 14. Left and right of the coupling web 58, two vertical slots 61 are present, which be performed in the production of the connector 38 via the vertical webs on the adjacent end face 57, so that the coupling web 58 engages behind the vertical leg 60. As a result, a reliable coupling of the guide rails 14 is ensured. In addition, a screw connection between the end faces 57 and 59 of the guide rails may be provided.

The FIGS. 10 and 11 show a further embodiment of a vehicle restraint system B.

The traffic threshold 62 of the vehicle restraint system B has a base body 2, which corresponds to the previously described. Therefore, corresponding components are provided with the same reference numerals. Above the base body 2, a guide rail 63 is arranged. The guide bar 63 and the base body 2 can be coupled by threaded rods 19 as described above. In contrast to the vehicle restraint system A, the guide rail 63 is placed directly on the base body 2 without the interposition of spacers. In this case, the guide bar 63, which is configured in a C-shaped cross-section, has a lower inwardly directed edge edge 64 on the cover plate 7 of the base body 2. On the side walls 65, 66 of the Leitholms 63 W-shaped guard rails 68, 69 are mounted with the interposition of support profiles 67 in the longitudinal direction of the guide beam 63 and the Leitschwelle 62.

Also, the vehicle restraint system C, as in the FIGS. 12 to 14 Illustrates, has Leitschwellen 70 with base bodies 2. Upper Leitholme 71, 72 are coupled via threaded rods 19 with the base bodies 2. In contrast to the previously described embodiments, two superimposed guide rails 71, 72 are arranged in the vehicle restraint system C, which are respectively braced by means of the threaded rods 19 with the base bodies 2. The bracing is done as before via arranged in the base bodies 2 abutment 23, in which the threaded rods 19 are screwed.

Also, the guide rails 71, 72 are C-shaped configured and arranged downwardly open, wherein the side walls 73, 74 and 75, 76 are connected by transverse webs 77, 78, as in the FIG. 13 to recognize. In the transverse webs 77, 78 openings 79, 80 are provided for performing the threaded rods 19.

The vehicle restraint system D according to FIG. 15 , corresponds to the basic structure of the vehicle restraint system A, as based on FIGS. 1 to 9 explained. Identical components or component components are therefore provided with the same reference numerals. In contrast to the vehicle restraint system A, in the vehicle restraint system D, the base bodies 2 are mounted on rails 81 fixed to the ground. In the rails 81 longitudinal slots 82 are provided. The threaded rods 19 are guided with their lower end 22 through the abutment 23 and the longitudinal slot 82 and clamped there by means of a nut 83, so that the determination of the threaded rod 19 on the rail 81 assumes the function of the abutment in the base body 2.

The thresholds 1 of the vehicle restraint system D are limited transversely displaceable on the rails 81 until the path available in the longitudinal slots 82 is exhausted. After that, the vehicle restraint system D behaves rigidly.

The FIGS. 16 and 17 show a further embodiment of a vehicle restraint system E. This is again a modification of the vehicle restraint system A, so that dispensing with a further description of the basic components or component components.

In the vehicle restraint system E, friction-increasing means 84 are provided on the base body 2 on the bottom side. For this purpose, a spring plate 85 with a lower friction lining 86 is arranged transversely between the edge portions 12, 13 of the support plates 10, 11. By action of the threaded rod 19, the spring plate 85 can be pressed down, illustrated by the arrow P in the FIG. 16 , As a result, the contact pressure of the friction-increasing Middle 84 set against the ground via the threaded rod 19. FIG. 17 shows the spring plate 85 and the friction lining 86 in the pressed against the ground state. In this way, the resistance of the vehicle restraint system E is increased against transverse displacement.

Based on FIGS. 18 to 36 a further embodiment of a vehicle restraint system F according to the invention is described. Also, the vehicle restraint system F consists of releasably juxtaposed Leitschwellen 87. Each Leitschwelle 87 has a floor-mounted on the floor housing-like base body 88 with roof-shaped inclined side Anfahrblechen 89, 90, which are connected by an upper cover plate 91. From the lower longitudinal edges 92, 93 of the Anfahrbleche 89, 90 extend from the base body 88 outwardly directed support plates 94, 95. The edge portions 96, 97 of the support plates 94, 95 are bent slightly downwards.

At a distance above the base body 88 of a baffle 87 extends a guide rail 98, which has a downwardly open C-shaped profile.

The guide rails 98 and the base body 88 are vertically spaced by tubular spacers 99 to each other and releasably connected to each other via tie rods in the form of threaded rods 100. The threaded rods 100 extend longitudinally through the spacers 99 and are connected to a lower end 101 (see FIG. Figures 30 and 36 ) in a disposed within the base body 88 abutment 102 braced. In the cover plate 91 of the base body 88 openings 103 are provided through which the spacers 99 are inserted with their lower longitudinal portion 104 in the base body 88. The spacers 99 extend to the abutment 102 and are supported there. At the lower end 105 of the spacer 99, a centering pin 106 is provided, which engages in a receptacle 107 in the region of the abutment 102 for engagement. Above the cover plate 91, the spacers come with a ring-shaped stop 108 to the plant.

The threaded rods 100 have an external thread in the form of a coarse thread and enforce with its upper end 109 the guide rail 98. The guide rails 98 are with their horizontal legs 110 on the upper end 111 of the spacers 99. The side legs 112, 113 of a Leitholms 98 are connected in the region of a spacer 99 by a stiffening plate 114 which is penetrated by the spacer body 99.

The abutment 102 is formed by an abutment plate 115 arranged in the base body 88, fixed transversely between the starting plates 89, 90, and a screw nut 116 arranged below the abutment plate 115.

The guiding thresholds 87 of the vehicle restraint system F are coupled by means of plug connections 117, 118 between the longitudinally abutting base bodies 88 and the longitudinally abutting guide rails 98. Each base body 88 has an insertion pocket 120 at a first end face 119 and at the other second end face 121 a tuck 122 on. The insertion pocket 120 is formed by a front-side impact plate 123, which is spaced apart by two vertical webs 124 relative to the first end face 119. The insertion tab 122 is formed between two vertical slots 125 in the second end face 121. For coupling the two base bodies 88, the insertion tab 122 of the one base body 88 is inserted into the insertion pocket 120 of the adjacent base body 88. Here, the vertical slots 125 engage over the vertical webs 124 and the connector is made.

Similarly, the coupling between two guide rails 98. At a first end face 126 of a Leitholms 98 is an insertion pocket 127, formed from a front-side bent bump plate 128, which is spaced by two vertical webs 129 opposite the first end face 126, is provided. At the second end face 130 of a Leitholms 88 a Einstecklasche 131 is formed between two vertical slots 132. At the Connecting two barriers 87 reach the Einstecklaschen 131 positively with the pockets 127 for engagement.

The cover plates 91 of two abutting base bodies 88 are connected to one another in accordance with the previously described embodiments via a plug-in plate 47 which overlaps the butt joint 46 and is inserted in receptacles 48 in the abutting area of the cover plates 91. In this regard, reference is made to the description of the vehicle restraint system A.

To increase the stability of the connection between two baffles 87 or two base bodies 88, these are interlocked with one another in the connection area. For this purpose, on the bottom side at the second end face 121 of the base body 88, pin-like projections 133 are provided. In the bottom web 134 of the insertion pocket 120 corresponding recesses 135 are present. In the case of two base bodies 88 coupled to one another, the projections 133 engage in the recesses 135, so that teeth are formed. The projections 133 and the recesses 135 are respectively disposed in the outer edge portions 136, 137 of the insertion pocket 120 and the second end face 121, below the support plates 94, 95 adjacent to the edge portions 96, 97. The base bodies 88 are above the insertion pockets 120 and Insert tabs 122 and the teeth through the projections 133 and the recesses 135 connected to each other. This ensures a stable coupling of the two base body 88 with each other, which also withstands high bending moments and transverse forces.

The FIGS. 37 to 39 show a base body 138 of a vehicle restraint system according to the invention. To increase the stability and the resistance to transverse displacement in an impact, the base body 138 is beschwerbar. For this purpose, 138 fillable container 139 are arranged in the base body. The containers 139 have a filler neck 140, which is accessible via an opening 141 in the cover plate 91. Bottom side of the container 139 friction increasing means 142 are provided. For weighting can different substances are used, for example water, sand and similar flowable and free-flowing substances.

Otherwise, the basic structure of the base body 138 corresponds to the previously described embodiments, so that a further description is dispensed with.

In the base body 143 as in the FIGS. 40 and 41 shown massive weighting body 144 are provided. These are adapted to the inner contour of the base body 143 and have a wide foot portion 145 and extending between the Anfahrblechen 89, 90 upper part 146, which fills the base body 143 to almost half. On the bottom side, the weighting body 144 is provided with friction-increasing means 147.

Based on FIGS. 42 to 44 a further modification of a base body 148 is explained. The base body 148 has outrigger plates 89, 90 outwardly directed support plates 94, 95. Below the support plates 94, 95 extending in each case in the longitudinal direction of the base body 148 continuous angle strips 149 are arranged, which are interconnected by transverse struts 150. At the angle strips 149 a plurality of longitudinally spaced-apart profile body 151 made of plastic or rubber are attached. For this purpose, the profile body 151 on a longitudinal slot 152, with which they engage around the free longitudinal leg 153 of the angle strips 149. On the underside, the profile body 151 are profiled by webs 154 with intermediate longitudinal channels 155. By the profile body 151 of the coefficient of friction between the underside of the base body 148 and the bottom is increased and increases the safety of the vehicle restraint system and the thresholds against transverse displacement.

Reference numerals:

• 1 - threshold
• 2 - basic body
• 3 - starting plate
• 4 - Anfahrblech
• 5 - upper longitudinal edge v. 3
• 6 - upper longitudinal edge v. 4
• 7 - cover plate
• 8 - lower longitudinal edge v. 3
• 9 - lower longitudinal edge v. 4
• 10 - contact plate
• 11 - contact plate
• 12 - edge section v. 10
• 13 - edge section v. 11
• 14 - Guide rail
• 15 - side wall v. 14
• 16 - side wall v. 14
• 17 - longitudinal channel
• 18 - longitudinal channel
• 19 - tension rod
• 20 - upper end v. 19
• 21 - Coupling point
• 22 - lower end v. 19
• 23 - abutment
• 24 - external thread
• 25 - abutment plate
• 26 - Nut
• 27 - Support
• 28 - hole
• 29 - internal thread
• 30 - Spacer
• 31 - footprint
• 32 - recording
• 33 - horizontal leg
• 34 - upper end v. 30
• 35 - opening
• 36 - rod end
• 37 - plug connection
• 38 - Plug connection
• 39 - first face v. 2
• 40 - insert pocket
• 41 - second end v. 2
• 42 - insertion flap
• 43 - bumper
• 44 - Vertical web
• 45 - vertical slot
• 46 - butt joint
• 47 - plug-in plate
• 48 - recording
• 49 - plate body
• 50 - crossbar
• 51 - front panel
• 52 - front panel
• 53 - Bolt
• 54 - Threaded hole
• 55 - screws
• 56 - angle profile
• 57 - first end v. 14
• 58 - coupling bar
• 59 - second end v. 14
• 60 - vertical leg
• 61 - vertical slot
• 62 - threshold
• 63 - Guide bar
• 64 - marginal leg
• 65 - side wall v. 63
• 66 - side wall v. 63
• 67 - Support profile
• 68 - guardrail
• 69 - Guard rail
• 70 - threshold
• 71 - Guide rail
• 72 - Guide bar
• 73 - side wall
• 74 - side wall
• 75 - side wall
• 76 - side wall
• 77 - Crossbar
• 78 - crossbar
• 79 - opening
• 80 - opening
• 81 - rail
• 82 - longitudinal slot
• 83 - Nut
• 84 - friction increasing funds
• 85 - spring plate
• 86 - friction lining
• 87 - Thresholds
• 88 - base body
• 89 - starting plate
• 90 - starting plate
• 91 - cover plate
• 92 - longitudinal edge
• 93 - longitudinal edge
• 94 - contact plate
• 95 - contact plate
• 96 - edge section
• 97 - edge section
• 98 - guide rail
• 99 - Spacer
• 100 - tension rod
• 101 - lower end v. 100
• 102 - abutment
• 103 - opening
• 104 - length v. 99
• 105 - lower end v. 99
• 106 - centering pin
• 107 - Recording
• 108 - stop
• 109 - upper end v. 100
• 110 - horizontal leg v. 98
• 111 - upper end v. 99
• 112 - side legs v. 98
• 113 - side legs v. 98
• 114 - stiffening sheet
• 115 - abutment plate
• 116 - Nut
• 117 - Plug connection
• 118 - plug connection
• 119 - first end v. 88
• 120 - insert pocket
• 121 - second end v. 88
• 122 - insertion tab
• 123 - Bumper plate
• 124 - Vertical bar
• 125 - vertical slot
• 126 - first end v. 98
• 127 - pocket
• 128 - bumper v. 127
• 129 - Vertical bar
• 130 - second face v. 98
• 131 - insertion tab
• 132 - vertical slot
• 133 - lead
• 134 - floor bridge
• 135 - recess
• 136 - edge area v. 120
• 137 - border area v. 121
• 138 - base body
• 139 - container
• 140 - filler neck
• 141 - opening
• 142 - friction increasing funds
• 143 - base body
• 144 - Weighting body
• 145 - foot area v. 144
• 146 - Upper part v. 144
• 147 - friction increasing funds
• 148 - base body
• 149 - angle bar
• 150 - cross strut
• 151 - profile body
• 152 - longitudinal slot
• 153 - longitudinal leg v. 149
• 154 - Footbridge
• 155 - longitudinal channel

• A - vehicle restraint system
• B - vehicle restraint system
• C - vehicle restraint system
• D - vehicle restraint system
• E - vehicle restraint system
• F - vehicle restraint system
• P - arrow

Claims (31)

1. Vehicle restraint system for delimiting roadways, which consists of guiding profiles (1; 62; 70) which are placed next to one another in a detachable manner, whereby each guiding profile (1; 62; 70) has a housing-type base body (2; 138; 143; 148) which can be placed on the ground and a guiding bar (14; 63; 71, 72) arranged above the base body (2; 138; 143; 148), whereby the guiding bar (14; 63; 71, 72) and the base body (2; 138; 143; 148) can be coupled together by means of tightening rods (19), characterised in that each tightening rod (19) is connected to the guiding bar (14; 63; 71, 72) by one upper end (20) and can be tightened at one bottom end (22) in an abutment (23) arranged in the base body (2; 138; 143; 148), whereby the base body (2; 138; 143; 148) has approach panels (3, 4) on the side, sloped in the form of a roof, which are connected by means of a top cover panel (7), and coupling points (21) are provided in the cover panel (7) to take the tightening rods (19), whereby a support (27) is provided in each case in the area of a coupling point (21) underneath the cover panel (7), and the tightening rod (19) extends through said support.
2. Vehicle restraint system according to claim 1 characterised in that the guiding bar (14) and the base body (2) are set at a vertical distance from each other via spacer elements (30), whereby the tightening rods (19) extend through the spacer elements (30).
3. Vehicle restraint system according to claim 2 characterised in that the spacer elements (30) have lower contact areas (31) and the spacer elements (30) with the contact areas (31) are supported in slots (32) which are provided at the coupling points (21).
4. Vehicle restraint system for delimiting roadways, which consists of guiding profiles (87) which are placed next to one another in a detachable manner, whereby each guiding profile (87) has a housing-type base body (88; 138; 143; 148) which can be placed on the ground and a guiding bar (98) arranged above the base body (88; 138; 143; 148), whereby the guiding bar (98) and the base body (88; 138; 143; 148) can be coupled together by means of tightening rods (100), characterised in that the guiding bar (98) and the base body (88; 138; 143; 148) are set at a vertical distance from each other via pipe-type spacer elements (99), whereby the tightening rods (100) extend through the spacer elements (99) and the tightening rods (100) can be tightened at a bottom end (101) in an abutment (102) arranged inside the base body (88; 138; 143; 148).
5. Vehicle restraint system according to claim 4 characterised in that the spacer element (99) is passed through an opening (103) into the base body (88) and extends through to the abutment (102).
6. Vehicle restraint system according to one of claims 4 to 5 characterised in that an end stop (108) is provided on the spacer element (99), whereby the end stop (108) comes to rest on the cover panel (91) of the base body (88).
7. Vehicle restraint system according to one of claims 4 to 6 characterised in that at the bottom end (105) of the spacer element (99) a spigot (106) is provided which engages in a socket (107) in the area of the abutment (102).
8. Vehicle restraint system according to one of claims 1 to 7 characterised in that the tightening rod (19, 100) is a threaded rod.
9. Vehicle restraint system according to one of claims 1 to 8 characterised in that two guiding bars (71, 72) arranged one above the other are provided.
10. Vehicle restraint system according to one of claims 1 to 9 characterised in that the guiding bars (14) have profiled side walls (15, 16).
11. Vehicle restraint system according to one of claims 1 to 10 characterised in that crash barriers (68, 69) are fitted on the guiding bars (63) extending in their longitudinal direction.
12. Vehicle restraint system according to one of claims 1 to 11 characterised in that friction-increasing means (84) are provided on the ground side of the base body (2).
13. Vehicle restraint system according to claim 12 characterised in that the friction-increasing means (84) are at least indirectly connected to the threaded rod (19) and the contact force of the friction-increasing means (84) against the ground can be adjusted by means of the threaded rod (19).
14. Vehicle restraint system according to one of claims 1 to 13 characterised in that the base body (2) can be mounted on rails (81) fixed on the ground side.
15. Vehicle restraint system according to one of claims 1 to 14 characterised in that two base bodies (2) abutting each other longitudinally can be coupled via a push-fit connector (37; 117).
16. Vehicle restraint system according to one of claims 1 to 15 characterised in that each base body (2, 88) has on a first face (39, 119) an insert pocket (40, 120) and on the other second face (41, 121) an insert lug (42, 122), whereby when two base bodies (2, 88) are coupled together, the insert lug (42, 122) of the one base body (2, 88) engages in the insert pocket (40, 120) of the adjacent base body (2, 88).
17. Vehicle restraint system according to claim 16 characterised in that the insert pocket (40, 120) is formed by an impact panel (43, 123) on the front, which is set at a distance from the first face (39) by two vertical bars (44, 124).
18. Vehicle restraint system according to claim 16 or 17 characterised in that the insert lug (42, 122) is formed between vertical slots (45, 125) in the second face (41, 121).
19. Vehicle restraint system according to one of claims 16 to 18 characterised in that pivot-type projections (133) are provided on the ground side on the second face (121) of the base body (88) and notches (135) are provided in the base bar (134) of the insert pocket (120), whereby when two base bodies (88) are coupled together, the projections (133) on the second face (121) engage in the notches (135) on the insert pocket (120).
20. Vehicle restraint system according to claim 19 characterised in that the projections (133) and the notches (135) are each arranged in the outer edge areas (136, 137) of the insert pocket (120) and the second face (121).
21. Vehicle restraint system according to one of claims 1 to 20 characterised in that the cover panels (7, 91) of two abutting base bodies (2, 88) are connected with each other via a board (47) overlapping the butt joint (46).
22. Vehicle restraint system according to claim 21 characterised in that the board (47) has a plate element (49) with two perpendicularly protruding transverse bars (50).
23. Vehicle restraint system according to one of claims 1 to 22 characterised in that two longitudinally abutting guiding bars (14, 98) can be coupled via a push-fit connector (38, 118).
24. Vehicle restraint system according to claim 23 characterised in that the push-fit connector (38) on the one hand is formed by an angle profile (56) provided on the face side of the guiding bar (14) and on the other by a coupling bar (58) which is on the adjacent face (59) of the following guiding bar (14).
25. Vehicle restraint system according to one of claims 1 to 24 characterised in that at least one weighting element (139; 144) is disposed in the base body (138; 143).
26. Vehicle restraint system according to claim 25 characterised in that the weighting element (139; 144) is provided with a friction-increasing means (142; 147) on the ground side.
27. Vehicle restraint system according to one of claims 1 to 26 characterised in that the weighting element is formed by a container (139) which can be filled.
28. Vehicle restraint system according to claim 27 characterised in that the container (139) has a filling nozzle (140) which is accessible via an opening (141) in the cover panel (91).
29. Vehicle restraint system according to claim 27 or 28 characterised in that the container (139) is provided with a friction-increasing means (142) on the ground side.
30. Vehicle restraint system according to one of the claims 1 to 29 characterised in that contact panels (94, 95) oriented outwards from the approach panels (89, 90) are provided on the base body (148), whereby underneath the contact panels (94, 95) angle strips (149) extending in the longitudinal direction of the base body (148) are arranged and several plastic or rubber profile bodies (151) arranged in a longitudinal direction and spaced apart are affixed to the angle strips (149).
31. Vehicle restraint system according to claim 30 characterised in that the profile bodies (151) have a slot (152) with which they hold the free longitudinal leg (153) of the angle strip (149).

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