Barrier for shielding working area

Abstract

The invention relates to a vehicle (21) for use in a work area, said vehicle (21) having a barrier (1a-1f). The barrier (1a-1f) has a barrier element (8) and a fastening element (5), via which the barrier (1a-1f) is fastened to the exterior of the vehicle (21) in the transport position. The invention is characterized in that the barrier (1a-1f) has a frame (2), to which the barrier element (8) is connected, and to which the frame (2) is connected to the fixing element (5). The invention further relates to a method for shielding a work area.

Description

Field of the Invention

[0001] The present invention relates to a vehicle for use in a work area, wherein the vehicle includes a barrier, wherein the barrier includes barrier elements and fixing elements, and wherein the barrier is fixed to the exterior of the vehicle via the fixing elements in a transport position. Furthermore, the present invention generally relates to a barrier that can be fixed to a vehicle and a method for shielding a work area, as well as corresponding uses of the vehicle or the barrier. Background Art

[0002] When an accident occurs on a busy road, drivers of vehicles passing through the work area usually tend to slow down in order to be able to see the people in distress and the work area. This results in a slowdown of the traffic flow, which in turn leads to the formation of traffic jams. The distraction of passing drivers can lead to rear-end collisions. Therefore, law enforcement officers, paramedics, or firefighters working in the work area are not only hindered in their work but also face considerable safety risks.

[0003] To avoid the impairment of the traffic flow and the associated drawbacks, many devices are known from the prior art for shielding the work area from being seen by passing drivers.

[0004] For example, US 4186912A discloses a collapsible barrier that includes an elongate fabric and support posts having fastening cables. The fabric is made of a reflective material for warning passing pedestrians and has elongate slits to prevent damage by the wind. However, the assembly of this barrier is time-consuming and requires a large amount of space in the emergency vehicle for transportation.

[0005] US 6036249A relates to a barrier for shielding a work area, wherein the barrier is fixed to the exterior of the vehicle in its erected state and includes a plurality of panels. The panels can consist of frame parts that can be folded up. The panels can be folded so that the barrier can be stored in the trunk. Here, the assembly and disassembly of the barrier are also time-consuming, and the barrier occupies a large amount of space in the vehicle.

[0006] EP 2460938 A1 discloses an inflatable barrier. However, its fixation is difficult, especially in windy conditions. The cumbersome assembly and disassembly and the necessary time-consuming drying of the inflatable screen when it gets wet during use are also disadvantageous.

[0007] US 2020 / 0378077A1 describes a wound barrier that is wound around a winding device in a towable trailer for shielding a work area. In the deployed state, the barrier can extend between the trailer and the emergency vehicle.

[0008] FR 2686914 A1 also describes a wound barrier for screening an operating area. The curtain is wound on a reel fixed to the outside of the emergency vehicle. For protection, the barrier can be provided with a cover which can be removed if necessary, and the curtain can be deployed. The ends of the curtain can be fixed to fixed objects, such as to a tree or to another emergency vehicle. The disadvantage of such a barrier is that the distance to the operating area cannot be guaranteed. More precisely, due to the flexibility of the barrier, the barrier can be adapted to the operating area, but it is directly attached to the vehicle involved, which makes it more difficult to work in the operating area. Summary of the Invention

[0009] The object of the present invention is to provide a barrier for a vehicle of the type described at the beginning, which can be adapted to the operating area while maintaining a distance.

[0010] According to the present invention, this object is achieved in a vehicle of the type described at the beginning in that the barrier has a frame, barrier elements are connected to the frame, and the frame is connected to a fixing element.

[0011] The present invention also generally relates to a barrier for screening an operating area, wherein the barrier comprises barrier elements and a fixing element, wherein the fixing element is configured to fix the barrier in a transport position on the outside of the vehicle, wherein the barrier comprises a frame, wherein the barrier elements are connected to the frame, and the frame is connected to the fixing element.

[0012] Due to the dimensional stability of the frame, the barrier can be adjusted without support from objects involved in the operating area (e.g., vehicles, trees), and a distance can be maintained between the barrier and the operating area. The frame can be rectangular. As a result, good screening of the operating area can be achieved. In this case, the frame can have two bars on opposite sides, or four bars on all four sides. For reasons of weight, the bars can be made of light metal (e.g., aluminum), so that the barrier can be easily erected by one or two people. The frame can also be designed as a plate or panel, in particular as a metal panel.

[0013] If the barrier is fixed to a minibus, the frame can have a width of 130 cm to 170 cm and a height of 150 cm to 190 cm. When the barrier is fixed to a larger vehicle, especially a fire truck, the frame can have a width of up to 200 cm or 250 cm and a height of up to 300 cm or 350 cm. In addition, the frame can be designed in such a way that when the barrier is in the erected state, the frame does not rest on the substrate. For example, the distance of the frame from the substrate can be in the range of 10 to 50 cm. However, the frame can also be designed in such a way that in the erected state of the barrier, the frame rests on the substrate on one side.

[0014] The frame can be hingedly connected to at least one other frame. As a result, a working area with a larger surface area can be shielded, or the working area can be shielded from several sides. Barrier lengths of up to 10 m or 15 m can be achieved, and even up to 25 m in the case of fire brigade vehicles. The connection can be made, for example, via a ball joint or a hinge joint. In this case, a part of the joint can be provided on each of two adjacent frames. To connect two frames respectively, two or more joints, especially two, can be provided to ensure good stability and load-bearing capacity. In addition, the hinged connection simplifies the folding up of the frame, so that the barrier can be easily fixed to the outside of the vehicle in a space-saving manner and, if necessary, the frame can be quickly erected by unfolding the frame.

[0015] To prevent accidental pivoting of the frames relative to each other when the barrier is in the erected state or in the transport position, the joints can be designed to be correspondingly rigid. Moreover, a drop rod latch can be fixed to one side of the frame, which side is adjacent to the side for connection to other frames. For example, the drop rod latch can be screwed onto the frame. In the erected state of the barrier, the drop rod latch can be rotated 180° so as to form a form-fitting connection of the frame (to which the drop rod latch is fixed) to the adjacent frame. However, for geometric reasons, this is only possible if the frames do not pivot relative to each other but are arranged in a straight line. In the drop rod latch, projections can be provided for receiving in corresponding recesses in one side of the frame, in order to increase the force of the form-fitting connection between two adjacent frames formed by the drop rod latch. For example, the projections can be cubic so as to be received in corresponding cubic recesses in the frame. To prevent accidental pivoting of the frames relative to each other when the barrier is in the transport position, a tensioning element can be provided by which the frames are compressed. The tensioning element can have, for example, a tensioning clamp or a tensioning strap. A plurality of tensioning elements, for example two or three, can also be arranged spaced apart from each other.

[0016] If the barrier has two or more frames, these frames can be connected to each other via a double joint. In this way, the frames can pivot relative to each other on both sides (principle of a swing door). By pivoting the frames relative to each other appropriately, the barrier can adapt particularly well to the working area. The double joint can be designed, for example, as a double hinge joint or a double ball joint.

[0017] If the barrier has two or more frames, the support wheels can be fixed to at least one of the frames. Thereby, the barrier can be easily rolled to the desired position. Especially in the case of a long barrier, the support wheels can be provided at regular intervals in order to reduce the forces acting on the connections (e.g., joints) between the frames. Although a barrier that may weigh up to 160 kg (depending on the number of frames and the material of the barrier) can also be carried by one or two persons, rolling is easier and there is less drainage. The support wheels can be lockable to ensure a stable grip when the desired position is reached. In strong winds, weights such as sandbags can also be fixed to the support wheels. If support wheels are provided, the frames should be designed such that they do not contact the substrate, because if there is a contact surface between the frame and the substrate, it will be impossible to roll the barrier due to friction. In the erected state, the support wheels provide additional stability to the barrier, especially if it is designed to be lockable. The support wheels can be fixed to one of the frames via a rod. The fixing can be done, for example, by means of a screw connection. The rod can be extendable (e.g., a telescopic arm) to flexibly adjust the distance between the frame and the substrate. For example, support wheels can be provided on every second frame.

[0018] The fixing element can be connected to the frame by a form-fitting connection and / or a force-fitting connection. A hinged connection is also possible, for example, by means of a ball or hinge joint, in order to obtain as much freedom of movement as possible when erecting the barrier. The fixing element can have a suction cup for fixing it to the exterior of a vehicle, e.g., to a smooth outer surface, especially to a window pane. The fixing element can also have a cable or hook in order to suspend or wind it at a suitable point on the exterior of the vehicle (e.g., on a bracket, roof rail or roof rack). Alternatively, the fixing element can have a snap-fastener, bolt, pin, screw, plug, clamp, clip, hook-and-loop or a part of a hinged connection for fixing to the vehicle, while the other part of the corresponding connection can be provided on the exterior of the vehicle.

[0019] The fixing element can be connected to the frame via a spacer. This avoids obstructing the opening of the vehicle door. For example, when the barrier is fixed to the side of the vehicle, a sliding side door that is usually provided on an emergency vehicle can also be opened. The barrier can also be fixed in the area of the exterior rearview mirror of the vehicle by means of a spacer, and can even bridge a relatively large distance from the vehicle without damaging the exterior rearview mirror. The spacer can be designed to be extendable, for example, by means of an extendable arm (e.g., a telescopic arm), in order to adjust the distance to the vehicle as needed. For example, the spacer arm can be made of stainless steel (NiRoSta) to obtain good weather resistance.

[0020] The spacer and the frame can be connected to each other by a rigid connection (e.g., screws, rivets, adhesives, solder, hinged or welded connections) or a movable connection. In particular, the spacer and the frame can be connected to each other in a hinged manner. This allows the barrier to be erected on the vehicle at any angle. The hinged connection also enables the spacer and the frame to pivot relative to each other so that the barrier can be stored in a compact manner. The spacer and the frame can be connected to each other, for example, via hinges or ball-and-socket joints. To prevent the spacer and the frame from pivoting relative to each other accidentally when the barrier is being transported or in the erected state, the joints can be designed to be rigid accordingly. The spacer can have struts, such as diagonal struts. This can increase the stiffness of the connection between the spacer and the frame and thus increase the stability of the barrier. When the spacer is hingedly connected to the frame, the struts can be hingedly connected to the spacer or the frame so as not to interfere with mobility.

[0021] On the one hand, the barrier element connected to the frame is used to protect the work area from being peeked at by passing drivers. On the other hand, in the case of lateral rain or wind, it can also be used to protect the personnel involved in the work area. In addition, the barrier element can be used as an advertising banner. The barrier element can be made of metal, fabric, plastic, or a combination thereof. Fire-resistant barrier elements can be used because the risk of fire in a traffic accident may be high. For example, the barrier element can be composed of one or more metals, or made of a material with an optional metal coating and / or plastic, especially flame-retardant plastic.

[0022] If a substantially rigid (e.g., metallic) barrier element is used, it can be connected to the frame, for example, by welding. Thus, the frame can be partially and completely filled. Due to the good heat resistance of the metal shielding element, its use may be advantageous in fire brigade operations or generally in situations of fire hazard.

[0023] Depending on the stiffness of the barrier element, if the barrier element can provide sufficient stability, it may be sufficient to design the frame as two rods opposite to each other, or the frame and the barrier element are formed by the same, substantially rigid panel or pane (e.g., made of metal or plastic). For embodiments with as light a weight as possible, the barrier element can include light metals, especially aluminum.

[0024] If the barrier has several frames, all the frames can be connected to the same type of barrier element. However, a combination of different barrier materials in different frames can also be envisaged. For example, one frame can be connected to a metal barrier element, while another frame can be connected to a plastic and / or fabric barrier element. This allows for a good balance between the stability and the weight of the barrier.

[0025] If a barrier element comprising fabric and / or plastic is used, it can be fixed to the frame by means of straps, for example via eyelets, slots or tunnels incorporated into the edges of the barrier element. In particular, the barrier element can be made of mesh vinyl. This is a PVC-coated mesh fabric that is weather-resistant, UV-resistant, tear-resistant, flame-retardant and dimensionally stable, making it very suitable for outdoor use. Due to its good printability and high color brightness, mesh vinyl is also very suitable as an advertising banner.

[0026] The barrier element can have holes. Thereby, the resistance to lateral forces (such as wind loads) is reduced. The holes can have a diameter or edge length in the range from 0.5 mm to 4 mm, in particular from 1 mm to 2 mm. Overall, the holes can occupy up to 20% or even up to 30% of the area of the barrier element. As a result, the resistance to shear forces can be significantly reduced while providing good privacy.

[0027] The barrier element can be elastically connected to the frame. The elastic connection can reduce the risk of damage to the barrier element due to lateral forces (such as wind loads), since the lateral forces can be introduced into the elastic and thus stretchable connection. The elastic connection can be achieved, for example, by means of elastomeric bands or springs.

[0028] For example, the barrier element can be connected to the frame in the corner regions of the frame via elastomeric bands or springs respectively. Springs can also be arranged to be evenly distributed around the circumference of the barrier element for connection to the frame.

[0029] When using elastomeric bands, each elastomeric band can also be tensioned in the immediate vicinity of two mutually opposite sides of the frame that are parallel to these sides. The barrier element can then be fixed to the elastomeric band, for example, via eyelets, slots or through tunnels incorporated into the edge of the barrier element through which the elastomeric band can pass.

[0030] The barrier element can be displaced relative to the frame. In particular, this is possible if the barrier element is fixed to the frame via elastomeric bands, such that the barrier element can be displaced along the elastomeric bands. Alternatively, the barrier element can be mounted in, for example, track guides in the frame. By displacing the barrier element to one side of the frame (such as a curtain), an opening is designed in the frame that allows emergency responders to climb through. Thus, they can quickly pass from one side of the barrier to the other, which otherwise would require going around the barrier and possibly around a vehicle, which would take a relatively long time and would be disadvantageous, especially in the case of an accident. In addition, the surface perpendicular to the lateral forces (such as wind loads) can be reduced, which can facilitate, for example, erecting the barrier in the wind.

[0031] Alternatively, the barrier element can have two sheets which can be displaced relative to each other. For this purpose, for example, two bands, in particular elastomeric strips, can be fixed to the frame parallel to and in the immediate vicinity of two opposite sides of the frame. The two opposite bands then act as a pair of bands. Each pair of bands can be used to receive the sheets such that the sheets can be arranged in the frame offset relative to each other. In the transport position and when erecting the barrier, the sheets can be displaced to one side of the frame and arranged one above the other. The sheets can be fixed to the bands by means of holes or slits. Alternatively, a tunnel can be incorporated into the edge of the sheet through which the band can pass. For example, two to six sheets, in particular three sheets, which can be displaced relative to each other can be provided in the frame, which makes it possible to significantly reduce the wind load when erecting the barrier. As in the case of a sheet curtain, the sheets can also be rotatable such that they can, for example, be rotated by 90° in order to reduce the wind load. As an alternative to the bands, for example, parallel guides, such as parallel guide rails, can also be provided for the sheets in the frame on one or two opposite sides. The sheets can also be arranged in a common guide rail such that they are displaceable relative to each other and can slip past each other.

[0032] The barrier can also have at least one support leg which is connected to the frame or to at least one of the components in the frame. In order to better grip in a soft surface (such as gravel, grass), one end of the support leg can have a narrowed shape or a taper. In order to better hold the barrier on a hard surface (such as asphalt), a flat support surface can be provided at one end of the support leg. Spikes can also be arranged on the support surface. The support surface can be collapsible, for example by means of a hinge joint, such that it can be collapsed for transporting the barrier and can be pressed against the support leg, or such that in the case of multiple frames, their collapse is not impeded by the support surface.

[0033] The support leg can be connected to the frame by means of a connecting element. This can be, for example, a joint, in particular a hinge joint. Thus, the support leg can be collapsed to the transport position of the barrier such that the support leg can be pressed against the frame, which allows for space-saving storage of the barrier.

[0034] The support leg is displaceable relative to the frame such that it can be pressed against the frame in the transport position of the barrier. For this purpose, a sleeve or a clamp arranged on one side of the frame can be provided which can be pushed over the support leg for fixing purposes. The sleeve or the clamp can be optionally fixed in a specific position, for example by means of nails, screws or hook-and-loop fasteners. For example, the support leg can be held in the transport position by means of a corresponding geometric configuration, such as acute-angle recesses at both ends of the support leg, by screws arranged on one side of the frame. By providing multiple screws, better grip can be ensured, or the support leg can also be held in various positions, such as in the transport position and the erected state of the barrier, by screws.

[0035] For better stability, a strut can be provided between the frame and the support legs, and the strut can be hinged to the support legs. In strong winds, the support legs can also be fixed with weights, such as sandbags. For example, the sandbags can be placed on the support surfaces of the support legs. An anemometer or wind gauge can be used to determine the wind force intensity at which it is advantageous to use weights.

[0036] Two opposite support legs can also be fixed to the frame to provide particularly good stability. In the erected state of the barrier, V-shaped support can be provided by the two support legs.

[0037] If the barrier has two or more frames, one support leg can preferably be fixed at regular intervals, for example, to every other frame. Thereby, better gripping is achieved, such that the barrier can particularly well withstand lateral forces, especially wind loads. The support legs can be arranged offset such that two adjacent support legs can be arranged on different sides of the frame respectively, and thus support can be provided on both sides. For particularly good support, two support legs opposite each other can also be arranged on each second frame. In the erected state of the barrier, V-shaped support can then be provided by the support legs.

[0038] The barrier can also have a camera fixed to or integrated in the frame. This allows the working area to be recorded for documentation purposes. If the camera is fixed to the frame, the fixing can be carried out, for example, by means of a clamp, clip or screw connection. If the camera is integrated in the frame, it can be flush with the frame, such that the camera is well protected. It is possible to operate the camera with a battery or rechargeable battery, but the camera can also be connected to the vehicle's electrical circuit. The camera can have a camera arm such that it can digitally capture the working area from above. A number of cameras can also be provided on the frame in order to capture the working area from several angles. This is particularly useful in the case of a barrier with multiple frames, in which case, for example, a camera can be provided on every second or third frame. A camera can also be provided on each side of the frame respectively, such that the cameras are oriented opposite each other in order to ensure the recording of the working area by the cameras facing the working area, regardless of the positioning of the barrier relative to the working area.

[0039] The barrier can also have a light source fixed to or integrated into the frame. This illuminates the work area and facilitates the work of emergency services, especially at night. If the light source is fixed to the frame, the fixing can be carried out, for example, by means of clamps, clips or screw connections. If the light source is integrated in the frame, it can be flush with the frame, so that the light source is well protected. The light source can be an LED lamp or an incandescent lamp. In addition, the light source can be battery-powered or battery-charged; a connection to the vehicle's electrical circuit is also possible, where the power cable can be integrated in the frame and, if necessary, in the spacer. The light sources can be provided on the front and rear sides of the frame so that the light sources are relatively oriented to ensure illumination of the work area regardless of the position of the barrier. In this case, only the light sources facing the work area can be switched on. However, in addition, the light sources facing away from the work area can also be switched on to prevent passing drivers from examining the work area more closely. Of course, damage to the driver's vision due to excessive glare must be avoided. The barrier can also have a number of light sources on one side of the frame to ensure good illumination of the entire work area. These light sources can be arranged, for example, at all corners of the frame or evenly distributed along its circumference.

[0040] The fixing element of the barrier can have a suction cup so that it can be fixed to the outside of the vehicle, for example on the window glass. It is also possible that the fixing element has a cable which can be wound around and knotted, for example, around the vehicle's roof rack or roof rail. A clamp, especially a clamping lock, or a buckle can be provided at one end of the fixing element, for example at the cable end, in order to receive the end of the cable wound around the roof rack or the roof rail and to enable a stable connection; alternatively, a fixed connection can be achieved by knotting. The fixing element can also have a hook or a snap, a bolt, a pin, a screw, a plug, a clamp, a clip, a part of a hook-and-loop or a hinged connection, while the other part of the corresponding connection can be provided on the outside of the vehicle.

[0041] The fixing element can also have a gripper, for example a three-finger gripper. The three-finger gripper can be fixed to the fixing element in a hinged manner, in particular by means of a rotary joint. Hooks or loops can be provided on each finger of the three-finger gripper for fixing to a suitable position on the outside of the vehicle. If the gripper has loops, they can be opened or mounted, for example, by means of clamps or screws. The gripper can include an elastic material, in particular an elastomer, so that the individual fingers of the gripper can be stretched relative to one another. Alternatively, the fingers of the gripper can be extensible, for example as telescopic arms, to change their length. In a three-finger gripper, for example, the two outer fingers are extensible, while the middle finger can have a constant length, whereby a certain minimum distance between the frame and the vehicle can be predetermined. Damping elements can be provided in the extensible fingers, so that sudden changes in the length of the fingers and the associated damage to the vehicle or the barrier can be avoided.

[0042] The barrier can be fixed to the rear side of the vehicle in the transport position. As a result, it can be ensured that the barrier evenly loads the vehicle over its width, and tilting due to uneven lateral loading can be avoided. In addition, by fixing the barrier to the rear side of the vehicle, impairment of the visibility of the vehicle driver can be avoided as much as possible. In addition, an increase in the width of the vehicle can be avoided, so that any regulations regarding the maximum width of vehicles participating in road traffic can be more easily complied with.

[0043] The barrier can be fixed to the vehicle in a hinged manner. This allows for greater flexibility when erecting the barrier. It is also possible to compensate for unevenness or slopes below the surface and the associated height difference between the vehicle and the erected barrier. For example, hinges or ball joints can be used. In order to prevent the barrier from pivoting unexpectedly relative to the vehicle in the erected state or in the transport position, the joints can be designed rigidly accordingly.

[0044] The barrier can be fixed to a guide rail connected to the vehicle. That is to say, the vehicle can have a guide rail, where the guide rail is fixed to the outside of the vehicle and where the barrier is fixed to the guide rail. As a result, the barrier can be displaced relative to the vehicle and erected from any position along the guide rail. The guide rail can be mounted on the outside of the vehicle by means of a suitable connection, in particular a form-fitting connection and / or a force-fitting connection. For example, a screw connection has proven to be advantageous. The guide rail can include high-strength aluminum to ensure dimensional stability while maintaining a relatively low weight.

[0045] The barrier can be fixed in the desired position along the guide rail. The barrier can be fixed in this position, for example, with clamps, screws, clips or pins. This can prevent unwanted displacement of the barrier.

[0046] It is possible to arrange the guide rail directly adjacent to the vehicle, but the guide rail can also be arranged at a certain distance from the vehicle, for example, at a distance of 1 to 20 cm. If the guide rail is spaced apart from the vehicle, the fixing element with the cable can be wound around the guide rail to fix the barrier, or the fixing element with the latch or hook can be hung on the guide rail.

[0047] The guide rail can be designed as an open profile and have a recess that is constant along its length. The recess can, for example, open in the direction of the side facing away from the vehicle or in the direction of the side arranged perpendicular to the vehicle. Thus, the recess can be approximately U-shaped. The cross-section of the recess can, for example, taper wedge-shaped from the inside towards the opening. Then, the fixing element can be designed such that it can be pushed into the recess at one end of the guide rail. The fixing element should then be designed as a dimensionally stable body and have a cross-sectional area that basically corresponds to the cross-sectional area of the recess.

[0048] The fixing element can also be designed as a fixing clip that can be inserted into the guide rail by compression and can adapt to the geometry of the guide rail after release in order to achieve a form-locking connection. To provide sufficient stability, the fixing clip can be made of metal. For this purpose, for example, a guide rail can be used that has an open profile with a recess that is approximately U-shaped, as described above, or a T-shaped profile.

[0049] The barrier can be fixed to a carriage that can be displaced relative to the guide rail. This enables the barrier to be easily displaced along the guide rail relative to the vehicle. The carriage can have a ring, a latch, a hook or a snap fastener, a bolt, a pin, a screw, a plug, a clamp, a clip, a hook-and-loop or a hinged connection to the barrier, depending on how the fixing element of the barrier is designed. For example, the carriage can have a ring on which the latch, hook or cable of the fixing element can be fixed. In particular, the fixing element and the carriage can each have a part of a joint. For example, the fixing element can be designed as a hinged head, and a joint socket for receiving the hinged head can be provided in the carriage. A spherical joint can be provided to allow the barrier to pivot relative to the vehicle in all directions. Thus, not only can the height difference caused by rising or falling surfaces be compensated, but the barrier can also be set up at any angle to the vehicle. The carriage can be fixed to the guide rail, for example, by means of screws, plugs, clips or by a clamping connection. The carriage can also have a recess into which the guide rail can be received starting from the free end of the guide rail.

[0050] The guide rail can also be arranged at least on the rear side of the vehicle and / or immediately adjacent to the rear side along the outer side of the vehicle roof. This makes it easier to bring the barrier along the track to the transport position at the rear side of the vehicle.

[0051] The guide rails can also be arranged along the outer side of the vehicle roof, closely adjacent to the longitudinal and rear sides of the vehicle, wherein the guide rails can be bent in the corner area of the roof. The longitudinal side is understood to be one of the two sides adjacent to the rear side of the vehicle, on which the door is located. The guide rails can accordingly be designed substantially along an L-shaped profile. If the guide rails are arranged along the outer side of the roof, closely adjacent to the two longitudinal sides and the rear side of the vehicle, they can be designed along a U-shaped profile. Due to the bent design in the corner area, the barrier can be easily displaced relative to the vehicle along the entire length of the guide rails. The radius of the bent section of the guide rails can be in the range of 5 to 50 cm. Due to this L-shaped or U-shaped design of the guide rails, the barrier can be erected starting from two or three sides of the vehicle. This allows for great flexibility, as the barrier can be erected regardless of the relative arrangement of the vehicle with respect to the work area. Therefore, when the vehicle approaches the work area, its orientation with respect to the erection of the barrier does not need to be considered. This is an advantage, especially in a narrow environment where it is difficult to turn the vehicle or change the vehicle position at the work area.

[0052] If the fixing element has a gripper, especially a three-finger gripper, each finger of the gripper can be fixed to a separate carriage. Each swivel joint can be provided for fixation. In the case of a three-finger gripper, the two outer fingers can be designed to be extendable, for example as telescopic arms. As a result, the different lengths of the fingers can be adjusted in the bent section of the guide rails, so that the barrier can be displaced along the bent section of the guide rails.

[0053] The barrier can also have two fixing elements connected to the frame, via which the barrier can be fixed to the exterior of the vehicle. Each of the two fixing elements can be connected to the frame in the corner area on the same side of the frame. By fixing the barrier via the two fixing elements, the pivoting of the erected barrier relative to the vehicle can be restricted.

[0054] Each of the fixing elements can be connected to the frame via a respective spacer. Alternatively, the two fixing elements can be connected to the frame via a common spacer. In this case, the spacer can have a first rod, which can be spaced apart and arranged parallel to one side of the frame. The first rod can be connected to the frame via joints. For example, two to six joints, especially two, can be arranged at equal distances from each other in the height of the frame side. The first rod can be connected to two other rods at each of its two ends or in the end regions, for example by screwing or welding, and these two other rods can be perpendicular to the first rod. The fixing elements can be arranged at each of the ends of the two other rods.

[0055] For example, two guide rails can be connected to the vehicle, wherein the first guide rail can be arranged in the area of the vehicle floor, and the second guide rail can be arranged in the area of the vehicle roof. The first guide rail can be arranged outside the vehicle wheels such that the barrier can be displaced freely along the guide rail. The first guide rail can also be configured as a multi-piece type, wherein the section of the first guide rail arranged in the wheel area can be removed. Thus, when these sections are removed, the presence of the first guide rail does not impede wheel replacement.

[0056] By fixing the barrier to the exterior of the vehicle in the transport position, if the barrier gets wet at the operation site, the barrier can dry quickly (e.g., due to the relative wind). In addition, fixing the barrier to the exterior of the vehicle in the transport position has the advantage that there is no need to provide space for the barrier inside the vehicle.

[0057] In addition to fixing the barrier by fixing elements, the barrier can also be fixed, for example, by hooks provided on the frame and corresponding pins arranged on the exterior of the vehicle. Protrusions can also be provided on the exterior of the vehicle on which the barrier can be placed.

[0058] A cover can be provided to protect the barrier during storage. The embodiment of the cover can depend on how the barrier is fixed to the vehicle. If it is a stable fixation that can absorb the additional weight of the cover, the cover can be designed, for example, as a rainproof plastic tarp. If fixing the barrier via the fixing elements is not sufficient to ensure good retention of the barrier during its transportation, the cover can be made of a material with relatively high stiffness, such as made of metal and / or fiber-reinforced plastic.

[0059] Fixing devices, such as pins, hooks, clips or clamps, can be provided in the cover so as to fix the barrier in addition to fixing via the fixing elements to prevent sliding during transportation. Cable ties or hook-and-loop fasteners can also be provided to better fix the barrier in the cover.

[0060] The cover can be designed as a box. The box can be fixed to the rear side of the vehicle, for example, by means of screws. It can have one or two pivot doors, sliding doors, folding doors or rolling doors to facilitate the quick erection of the barrier.

[0061] Vents, such as ventilation slots, can be provided in the cover, which allow air exchange with the environment. Thereby, even when the barrier is stored in the cover, the barrier can be dried quickly.

[0062] The cover can have corresponding recesses for the fixing elements or spacers (if any) such that the fixing of the barrier on the vehicle is not impeded by the cover.

[0063] The barrier can also have a rain shield fixed to the frame. The rain protection device protects the barrier from rain not only in the transport position, but also protects the people at the work area when the barrier is erected. The rain shield can be fixed to the side of the frame facing away from the base. The rain shield can have a panel or plate, which can be arranged at an angle of approximately 90° with respect to the frame (correspondingly, the rain shield can be arranged substantially parallel to the substrate). The rain shield can be fixed to the frame, for example, by means of screws or nails.

[0064] The rain shield can also be pivotable, such that it can be pivoted by approximately 180°, i.e., from one side of the frame to the other side. Thus, regardless of which side of the frame faces the work area, the rain shield can protect the people at the accident site from rain. For this purpose, the rain shield can be fixed to the frame by means of a hinge joint. For example, two hinge joints can be provided for fixing. The hinge joints can be designed to be rigid in order to ensure the stable holding of the rain shield and to avoid unintentional pivoting.

[0065] The present invention further relates to a method for shielding a work area, comprising the following steps:

[0066] (a) Driving a vehicle according to the present invention to the work area with the barrier in the transport position, and

[0067] (b) Erecting the barrier.

[0068] In order to erect the barrier, the attachment of the barrier provided in step (a) to the vehicle can be released, and the barrier can be fixed to another suitable position outside the vehicle by fixing elements. Alternatively, the fixing provided in step (a) can be maintained. If guide rails for fixing the barrier are provided, the barrier can also be displaced relative to the vehicle along the guide rails.

[0069] Then, the frame can be pivoted relative to the vehicle in order to align the barrier according to the work area. If the fixing elements are connected to the frame via spacers, the spacers and the frame can also be pivoted relative to each other in order to align the barrier according to the work area.

[0070] In the transport position of the barrier, the barrier elements can be displaced towards one side of the frame, or if the barrier elements have sheets that can be displaced relative to each other, they can be arranged one above the other. In this case, after step (b), the barrier elements can be extended (such as a curtain), or the sheets can be displaced relative to each other and arranged adjacent to each other in order to ensure shielding of the work area.

[0071] If support wheels are provided on the frame, which are fixed to the frame via extendable rods, the rods can be extended and fixed, for example, locked and clamped. Then the barrier can be rolled to the desired position, or the distance between the substrate and the frame can be adjusted.

[0072] If the frame has support legs, it can be brought into a position suitable for supporting the frame after step (c), for example by unfolding and / or by displacing the support legs relative to the frame (in particular perpendicular to the frame).

[0073] The frame of the barrier can be hingedly connected to at least one additional frame, where the frame can be folded up in the transport position. When erected, the frame can be at least partially unfolded. This allows for shielding a wider working area, whereby depending on the number and width of the frames (which particularly depends on the type of emergency vehicle), a barrier length of up to 10 m or even up to 25 m can be obtained. As a result of being at least partially unfolded, any desired angle between the frames relative to each other can be achieved.

[0074] When erected in step (b), the barrier can be arranged at the working area in a suitable manner. Independent of special circumstances of the working area, such as trees or masts. Instead, the barrier can be freely positioned, for example, in the plane of the street. For example, the position of erecting the barrier can be selected according to the observation direction of the driver of the passing vehicle, so that sufficient shielding can be achieved without enclosing the entire working area. In addition, the barrier can be erected in such a way that it ensures unobstructed access to the working area and contact with the persons and objects involved in the accident, especially from all sides. For example, a suitable distance can be maintained during erection. In the case of two or more vehicles, for example, a corridor can be established at least with a part of the barrier, which allows access to the working area and at the same time blocks the view from the outside.

[0075] The invention also relates to the use of a vehicle and a barrier according to the invention for shielding a working area.

[0076] The barrier can, for example, have a packing size of approximately 170 cm × 155 cm × 70 cm. These values can be appropriately selected so that the barrier adapts to the corresponding vehicle with which it is transported and fixed thereto. By appropriately modifying the barrier, it can be fixed to any vehicle, regardless of the vehicle type or vehicle manufacturer. Due to the weight of the barrier (for example up to 160 kg), additional damping elements can be provided on the vehicle. The vehicle can be a minibus or a small van, because the rear side of this type of vehicle is very suitable for fixing the barrier. This type of vehicle is also preferably used as an emergency vehicle in many countries due to its better visibility compared to cars, especially when used on highways. The vehicle can also be a fire truck, such as a fire extinguishing vehicle.

[0077] For the purposes of this disclosure, indications such as "floor panel", "rear side", etc. are related to the intended operating conditions of the vehicle. Description of the Drawings

[0078] The present invention will be explained in more detail below with reference to the description of the accompanying drawings of some embodiments. These embodiments are particularly preferred exemplary embodiments, however, the present invention is not limited thereto.

[0079] Figure 1a -c schematically shows embodiments in which a barrier according to the invention or a section thereof is in various erected states or positions.

[0080] Figure 2a -c and 3a-c show schematic cross-sections of various embodiments of the barrier according to the invention and detailed views thereof.

[0081] Figure 4a -b schematically shows an embodiment of a part of a barrier according to the invention in a transport position, in which there are no fixing elements.

[0082] Figure 5a -b and Figure 6a -c schematically show an embodiment of a vehicle according to the invention or a section thereof. In Figure 5a -b, the vehicle is shown in a transport position, while Figure 6a -c shows the vehicle in the working area during the erection process at various positions of the barrier.

[0083] Figure 7 Schematically shows an embodiment of a barrier according to the invention in a transport position.

[0084] Figure 8a -d schematically shows a cross-section of an embodiment of a vehicle according to the invention in a transport position.

[0085] Figure 9a -b schematically shows a cross-section of an embodiment of a barrier or vehicle according to the invention with a rain cover. Detailed Description of the Embodiments

[0086] Figure 1a Shows a barrier 1a in an erected state along a straight path. The barrier 1a has eight frames 2, which are connected to each other by joints 3. One of the two outer frames 2 is connected to two fixing elements 5 via spacers 4, and each fixing element 5 has a recess (not shown) for connection at a suitable point, for example, on a hook outside the vehicle. The frames 2 are connected to the spacers 4 via joints 6. The spacers 4 have two diagonal struts 7 for increasing stiffness. The frames 2 connected to the spacers 4 are connected to barrier elements 8 made of metal, while each of the remaining frames 2 is connected to a barrier element 8 made of mesh vinyl, and the barrier element 8 has three sheets 8a that can be displaced relative to each other. The sheets 8a are connected to the corresponding frames 2 via elastomeric bands 9 (as Figure 2cAs shown). Two opposite collapsible support legs 10 are fixed to each second frame 2 such that the erected barrier 1a is supported in a V-shape (more precisely, an inverted V-shape). In addition, support wheels 11 are fixed to the frame 2 via extendable rods 12 on every other frame 2. The support legs 10 and the support wheels 11 are arranged alternately on the frame 2. Figure 1a The arrangement of the frames 2 in a straight line allows for additional connection of every two frames 2 by means of drop-bar latches 13 fixed to each second frame 2 such that the frames in the area between two support legs 10 are rigidly connected to each other.

[0087] Figure 1b Another barrier 1b in the erected state is shown. It is constructed similarly to the barrier 1a shown in Figure 1a but has nine frames 2 which are pivotally arranged relative to each other. The number of joints 3 between the frames 2 also differs from that of the barrier 1a shown in Figure 1a .

[0088] Figure 1c A part of a barrier 1c is shown, which is constructed substantially similarly to the barrier 1a shown in Figure 1a . However, the fixing element 5 differs from the fixing elements shown above in that it has a three-finger gripper.

[0089] Figure 2a A part of a barrier is shown. A frame 2 is shown which is connected to a barrier element 8 which has three laminae 8a. Each of the laminae 8a is connected to the frame via two separate elastomeric bands 9. Accordingly, in each case, three elastomeric bands 9 are tensioned parallel to these sides of the frame 2 in the immediate vicinity of two opposite sides of the frame 2 (see Figure 2c ). In this case, in each case, two elastomeric bands 9 tensioned on opposite sides of the frame 2 form an elastomeric band pair. Each lamina 8a is held by a pair of elastomeric bands such that the laminae 8a are arranged offset from each other in the frame 2 and are thus displaceable relative to each other. In Figure 2a , the laminae 8a are arranged one above the other, which can contribute to the erection of the barrier by being able to reduce the wind attack surface (similar to a sail surface) and the associated wind load, and can also contribute to the simple temporary opening of an already erected barrier, for example for a person to climb through. The part of the joint 3 for connection to other frames 2 is fixed to both sides of the frame 2. In addition, the part of the barrier shown shows support wheels 11 which are fixed to the frame via extendable rods 12. On one side of the frame 2 adjacent to the sides to which the part of the joint 3 is fixed, a recess 14 is provided for receiving a corresponding projection of a drop-bar latch 13 fixed to an adjacent frame 2.

[0090] Figure 2b-c shows a part or a section of another barrier. The frame 2 is shown, which is connected to a barrier element 8 having three laminae 8a. Each of the laminae 8a is connected to the frame via two separate elastomeric bands 9. Thus, in each case, three elastomeric bands 9 are tensioned parallel to these sides of the frame 2 in the immediate vicinity of two opposite sides of the frame 2. In this case, in each case, two elastomeric bands 9 tensioned on opposite sides of the frame 2 form an elastomeric band pair. Each lamina 8a is held on its two narrow sides by a pair of elastomeric bands, such that the laminae 8a are arranged offset from one another in the frame 2 and can thus be displaced relative to one another. Due to the adjacent arrangement of the laminae 8a according to Figure 2b -c, the work area can be well shielded. A part of the joint 3 for connection to other frames 2 is fixed to both sides of the frame 2. On the sides of the frame 2 adjacent to these two sides, recesses 14 are provided for receiving corresponding projections of the drop rod latch 13 fixed to an adjacent frame 2 (e.g., as shown in Figure 1c ). Figure 2b The part of the barrier shown in Figure 2b also shows a support wheel 11 fixed to the frame 2 via a rod 12. Support legs 10 are also provided, which rest against the frame 2 and are hingedly connected to the frame 2 by means of clamps 15.

[0091] Figure 3a is shown Figure 2b of the barrier, in which the support legs 10 are unfolded. This results in a V-shaped (more precisely, an inverted V-shaped) support of the frame 2. Struts 16 are provided between the frame 2 and each support leg 10. The support legs 10 have flat, collapsible support surfaces 17, which are folded in the erected state of the barrier in order to ensure good stability on a hard surface (e.g., asphalt). The support legs 10 can be displaced relative to the frame 2 and, due to their geometric construction (see Figure 3b -c), can be held in position by means of screws 18 provided in the frame 2.

[0092] Figure 3b -c shows a detailed view of a part of the barrier shown in Figure 2c in the transport position. Two opposite support legs 10 rest against the frame 2. The support legs 10 have acute-angle recesses 19 at both ends and, due to this geometric construction, the support legs 10 are held by screws 18 fixed to the frame 2. Figure 3b shows the upper region of the frame 2, in which the connection of the support legs 10 to the frame 2 can be seen via the clamp 15. The clamp 15 has two hinge joints (not shown) to which the support legs 10 are connected such that the support legs 10 can be folded in the erected state of the barrier. Figure 3cshows the lower region of the frame 2, where it can be seen that each support leg 10 has a flat support surface 17. Each of the support surfaces 17 can rotate relative to the respective support leg 10 via a hinge joint 20 and is folded for the transport barrier.

[0093] Figure 4a -b shows various perspective views of a part of the barrier in the transport position, where the frames 2 connected to each other via joints 3 are folded up. Each frame 2 is connected to a barrier element 8. Each barrier element 8 has three laminae 8a, which are connected to the frame 2 via an elastomeric band 9. In Figure 4a -b, the laminae 8a of all the frames 2 are arranged one above the other. Support wheels 11 are provided on each frame 2, and the support wheels 11 are fixed to one side of the frame 2 via an extendable rod 12. The frame also has a recess 14 for receiving a drop rod latch 13 of an adjacent frame (e.g., as shown in Figure 1c ).

[0094] Figure 5a -b shows the vehicle 21 or a part thereof, in the transport position, the barrier 1d is fixed to the rear side 22 of the vehicle 21 ( Figure 6a as shown in -c). Guide rails 24 are fixed in the regions of the floor and the roof 23 of the vehicle 21. The guide rails 24 are arranged in the immediate vicinity of the two longitudinal sides 25 and the rear side 22 of the vehicle 21 and are bent in the corner region 26 with a bending radius of 40 cm. Each guide rail 24 is correspondingly U-shaped. To increase the stiffness, the guide rail 24 has struts 27 arranged perpendicular thereto, and the struts 27 are fixed to the roof 23 and / or the floor of the vehicle 21. The section 28 of the guide rail 24 fixed to the floor of the vehicle 21 in the region of the wheels 29 of the vehicle 21 is removable so as not to interfere with wheel replacement. As can also be seen from Figure 5a -b, the barrier 1d is connected to the two guide rails 24 via two fixing elements 5, and each fixing element 5 has a three-finger gripper 30 (schematically shown). The connection is made by receiving the guide rails 24 in the circular or oval recesses of the three-finger gripper 30 and then screwing them together. To enable the barrier 1d to move along the bent corner region 26 of the guide rail 24, the three-finger gripper 30 includes an elastomer such that the respective fingers of the three-finger gripper 30 can stretch relative to each other. The frames 2 connected via the joints 3 are folded up for the transport barrier 1d. The spacer 4 is arranged to pivot 90° relative to the frame 2, and the spacer 4 is connected to the frame 2 via a joint 6 such that the barrier 1d abuts directly against the rear side 22 of the vehicle 21. Each second frame 2 has a drop rod latch 13 for connection to an adjacent frame 2. A recess 14 for receiving the drop rod latch 13 is also provided on the frame 2. Figure 5bAlso shown are two tensioning elements 31 fixed to the frame 2, which are in the form of tensioning clamps in order to prevent the frames 2 from pivoting accidentally relative to one another in the transport position.

[0095] Figure 6a -c shows the vehicle 21 and the barrier 1d or a section thereof as already shown in Figure 5a -b during the process of installing the barrier 1d at the work area. The barrier 1d is connected to the guide rails 24 of the vehicle 21, and the guide rails 24 are fixed to the bottom plate and the roof 23 via respective fixing elements 5, and the fixing elements 5 have three-finger holders 30 (shown schematically). Contrary to the transport position (see Fig. 5), the spacers 4 and the frames 2 connected to them via joints 6 pivot relative to one another. In order to erect the barrier 1d, the folded frames 2 connected to one another via joints 3 can be at least partially unfolded. As a result, the barrier 1d can be brought into Figure 1a one of the positions shown in -b. Since the guide rails 24 are U-shaped, the barrier 1d can be erected starting from one of the two longitudinal sides 25 or the rear side 22 of the vehicle 21, which allows for a great deal of flexibility. Thus, in Figure 6a , the barrier 1d is arranged in the area of the exterior mirror on the longitudinal side 25 of the vehicle 21, in Figure 6b , the barrier 1d is arranged in the area of the wheel 29 on the longitudinal side 25 of the vehicle 21, and in Figure 6c , the barrier 1d is arranged in the curved corner area 26 of the guide rails 24.

[0096] Figure 7 Another barrier 1e in the transport position is shown. The barrier 1e has two fixing elements 5 for fixing to the vehicle. The fixing elements 5 are designed as three-finger holders 30, wherein the two outer fingers 32 are designed to be extendable (see the detailed view in Figure 8b ). Each of the three fingers 32 is rotatably fixed to a separate carriage 33. As a result, the barrier 1e can be displaced along the curved corner area 26 of the guide rails 24 of the vehicle (see Figure 8a -d). The barrier 1e shown in Figure 7 has thin plates 8a which can be displaced relative to one another by means of guide rails (not shown) provided in the frame 2.

[0097] Figure 8a -d shows the vehicle 21 or a part thereof, with the barrier 1e already shown in Figure 7 fixed to the rear side 22 of the vehicle 21 (shown in Figure 6a -c) in the transport position. As shown in Figure 8bAs shown in the detailed view in, the two outer fingers 32 of the three-finger gripper 30 configured to be extendable have an inner part 34 that can extend from the outer part 35 to change the length of the two outer fingers 32. Each of the three fingers 32 is fixed to a separate carriage 33 by a rotary joint (not shown). The three-finger gripper 30 is also fixed to the fixed element 5 by means of a rotary joint (not shown). The carriage 33 is fixed to the guide rail 24 by a screw connection (not shown), and the guide rail 24 is arranged in the area of the floor and the roof 23 of the vehicle 21. In Figure 8d , the vehicle 21 is only indicated by means of the guide rail 24 and the wheels 29 in order to show that the barrier 1e is fixed to the two guide rails 24.

[0098] Figure 9a A part of the barrier 1f with a rain cover 36 fixed to the frame 2 is shown. The barrier 1f is in the erected state. The rain cover 36 is arranged at an angle of approximately 90° to the frame 2 and can protect personnel from rain at the work area. Figure 9b A part of the vehicle 21 in the transport position is shown, to which the barrier 1f is fixed. The rain cover 36 can protect the barrier 1f from rain in the transport position.

Claims

1. A vehicle (21) for use in a work area, wherein the vehicle (21) comprises a barrier (1a - 1f), wherein the barrier (1a - 1f) comprises a barrier element (8) and a fixing element (5), wherein in the transport position, the barrier (1a - 1f) is fixed to the exterior of the vehicle (21) via the fixing element (5), characterized in that the barrier (1a - 1f) comprises a frame (2), wherein the barrier element (8) is connected to the frame (2), and the frame (2) is connected to the fixing element (5).

2. The vehicle (21) according to claim 1, characterized in that the frame (2) is hingedly connected to at least one additional frame.

3. The vehicle (21) according to claim 2, characterized in that the frames (2) are connected to each other via double joints.

4. The vehicle (21) according to claim 2 or 3, characterized in that support wheels (11) are fixed to at least one of the frames (2).

5. The vehicle (21) according to any one of claims 1 to 4, characterized in that the fixing element (5) is connected to the frame (2) via a spacer (4).

6. The vehicle (21) according to any one of claims 1 to 5, characterized in that the barrier element (8) is elastically connected to the frame (2).

7. The vehicle (21) according to any one of claims 1 to 6, characterized in that in the transport position, the barrier (1a - 1f) is fixed to the rear side (22) of the vehicle (21).

8. The vehicle (21) according to any one of claims 1 to 7, characterized in that the barrier (1a - 1f) is hingedly fixed to the vehicle (21).

9. The vehicle (21) according to any one of claims 1 to 8, characterized in that the barrier (1a - 1f) is fixed to a guide rail (24) connected to the vehicle (21).

10. The vehicle (21) according to claim 9, characterized in that the barrier (1a - 1f) is fixed to a carriage capable of shifting relative to the guide rail (24).

11. A barrier (1a - 1f) for shielding a work area, wherein the barrier (1a - 1f) comprises a barrier element (8) and a fixing element (5), wherein the fixing element (5) is configured to fix the barrier (1a - 1f) in a transport position outside a vehicle (21), characterized in that the barrier (1a - 1f) has a frame (2), wherein the barrier element (8) is connected to the frame (2), and the frame (2) is connected to the fixing element (5).

12. A method for shielding a work area, comprising the steps of: (a) driving the vehicle (21) according to any one of claims 1 to 10 to the work area with the barrier (1a - 1f) in the transport position, and (b) erecting the barrier (1a - 1f).

13. The method according to claim 12, wherein, The frame (2) of the barrier (1a - 1f) is hingedly connected to at least one additional frame (2), wherein the frame (2) is collapsed in the transport position, characterized in that the frame (2) is at least partially deployed during erection.

14. Use of a vehicle (21) according to any one of claims 1 to 10 or a barrier (1a - 1f) according to claim 11 for shielding an operating area.

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