Crash barrier section having a movable travelling gear, crash barrier system, road switch, and method for relocating a crash barrier section

Abstract

The invention relates to a crash barrier section (1) comprising a deflection body (2) which has a travelling gear (3) which is movable between a standby position and a travelling position. The traveling gear (3) can be transferred from a standby position into a travelling position by a lifting device (4). The lifting device (4) has a longitudinal axis (7) in its direction of force action. The longitudinal axis (7) of the lifting device (4) is arranged at an angle in the range from 45° to 85° with respect to the longitudinal direction (17) of the deflection body (2). The invention also relates to a crash barrier system comprising a plurality of adjustable crash barrier segments and a crash barrier section (1). The invention also relates to a road switch having at least one adjustable tongue, and to a method for relocating a crash barrier section.

Description

[0001] Guardrail section with a movable chassis, guardrail system, road switch and method for moving a guardrail section

[0002] The present invention relates to a guardrail section with a movable chassis, a guardrail system comprising several adjustable guardrail segments, a road switch with at least one adjustable tongue and a method for moving a guardrail section.

[0003] Crash barriers, also called protective barriers or guide rails, are passive restraint systems on roads, usually made of steel. Their main purpose is to prevent vehicles, particularly cars or trucks, from leaving the roadway. This protects areas outside the roadway from vehicle impact, and can also prevent more serious effects on the vehicle from falling down slopes or colliding, for example, with oncoming traffic or trees. Furthermore, the potential consequences of an accident are reduced by absorbing the vehicle's kinetic energy through the deformation of the crash barrier during an impact.

[0004] Since the advent of motorized road traffic, permanently installed crash barrier systems have become particularly popular. However, mobile systems are now also widely used, particularly for securing construction sites. Such systems have to meet particular requirements when used on high-capacity roads, where the extremely high volume of traffic means that a mobile crash barrier has to be installed in a particularly short space of time. However, particularly on these high-capacity roads, the flexibility of crash barrier systems is also particularly important. For example, there are pivoting, semi-mobile systems that can divert traffic to one of two different lanes.In addition, permanently installed locking systems are also known, particularly for central barriers, by means of which a barrier can be opened on request and traffic can be diverted onto the opposite lane. Due to the constantly growing volume of traffic, semi-mobile barrier systems have recently been introduced which can be moved between different lanes depending on the traffic situation. For example, it is conceivable to operate a five-lane expressway with three lanes in one direction and two lanes in the other direction during the morning rush hour, and to move the central barrier during the course of the day in order to operate the road with two lanes in one direction and three lanes in the other direction during the evening rush hour.

[0005] In order to meet these requirements, a number of movable and movable guardrail systems are known in the state of the art.

[0006] For example, EP 2 784 221 A1 describes a guardrail system with an extendable chassis device. This system makes it possible to move a guardrail section in its transverse direction. However, the guardrail section is unstable during the moving process. The absorption of forces in the event of a vehicle impact is therefore only possible to a limited extent. EP 3 400 336 B1 also discloses a guardrail section that can be raised and moved, wherein the absorption and dissipation of forces in the event of a vehicle impact is only possible to a limited extent due to the design of the chassis. Further guardrail systems are known from patents US 5 007 763 and DE 42 19 572 A1. The object of the invention is to overcome the disadvantages of the prior art and in particular to create a guardrail section which can be raised and moved quickly.

[0007] The object is achieved by a guardrail section with a movable chassis, a guardrail system comprising several adjustable guardrail segments, a road switch with at least one adjustable tongue and by a method for moving a guardrail section according to the independent patent claims.

[0008] In particular, the object is achieved by a guardrail section comprising a deflecting body extending in particular in a longitudinal direction. The guardrail section comprises a movable chassis. The chassis can be moved between a standby position and a travel position. In the standby position, the chassis is retracted into a receptacle of the deflecting body. In a travel position, the chassis is extended from the receptacle such that the guardrail section can be moved on a base. The base can be a section of road. The chassis is connected to the deflecting body by a lifting device. The lifting device can move the chassis from the standby position into the travel position. The chassis has at least one roller. The chassis can have at least two rollers. The chassis can comprise a traction motor.The at least one roller or the at least two rollers can be driven by the traction motor. The at least one roller has an extension along its axis of rotation that is at least twice as large as the diameter of the roller. The at least one roller can also have an extension along its axis of rotation that is at least four times as large as the diameter of the roller. The at least one roller can also have an extension along its axis of rotation that is at least six times as large as the diameter of the roller.

[0009] A drive unit, which operates the lifting device, can be formed in the guardrail section. It is possible for several lifting devices to be operated by one drive unit.

[0010] The deflector can be made of steel, for example. The lifting device can lift the guardrail section by more than 10 cm, in particular more than 12 cm.

[0011] It is possible for the support to be located on the underside of the guardrail section if the guardrail section is properly positioned on a base. Then, when moving from the standby position to the travel position, the chassis moves from the support, which is located on the underside of the guardrail section, out of the guardrail section. The lifting device then exerts a force on the base via the chassis, thus lifting the guardrail section.

[0012] By arranging at least one roller in the chassis, the guardrail section can be moved along the chassis. Rollers have a large contact surface and can therefore absorb large forces. This ensures that the guardrail section is very robust and durable, despite its mobility with the rollers.

[0013] The rollers can be made of steel, for example. It is also possible for the rollers to be solid. This design makes the rollers particularly robust and mechanically extremely resistant. The rollers can have a length of 60 cm to 80 cm. The great length ensures low surface pressure from the rollers on the base, so that the base is not damaged by the surface pressure of the rollers. The axis of rotation of the roller or rollers is, in particular, essentially parallel to the longitudinal direction of the deflection body. If there are several rollers, the rotational axis is preferably coaxial.

[0014] The rollers can be made from multiple materials. For example, the rollers can have a steel core and a rubber and / or EPDM coating. The steel core of the rollers then ensures their high stability. The coating ensures that the guardrail section can be moved without slippage between the rollers and the base, as the rubber or EPDM coating ensures the rollers adhere to the base. Furthermore, the rubber prevents the steel core of the rollers from corroding. This makes the rollers extremely durable. The coating can be made from ethylene propylene diene rubber (EPDM). The coating can be made entirely from EPDM. The roller can be made entirely from EPDM. The EPDM that surrounds the coating or from which the coating or roller is made can be EPDM 50 or EPDM 60.It is possible that the EPDM has a hardness of grade "Shore A", with the hardness being measured at a temperature of 23°C.

[0015] The roller surface can be profiled. This ensures that the rollers develop high friction or adhesion to the ground, allowing the guardrail section to be easily negotiated. The rollers can be mounted on an axle using ball bearings, for example. The rollers can also be mounted on an axle using needle bearings or tapered roller bearings. It is crucial that the rollers have bearings that are robust, resilient, and durable.

[0016] The drive motor can be an electric motor. The rollers can be heated. This ensures that they remain mobile even in frosty conditions. The rollers can have a rotation axis that is essentially parallel to the longitudinal direction of the deflector. The deflector can then be moved in a transverse direction.

[0017] The at least one roller can have an extension along its rotational axis that is at least twice the diameter of the roller. It is possible for the roller to have an extension along its rotational axis that is at least four times the diameter of the roller. It is possible for the at least one roller to have an extension along its rotational axis that is at least six times the diameter of the roller. It is possible for the rollers to have a diameter between 6 cm and 12 cm.

[0018] The aforementioned extension of the roller along its rotational axis ensures that the roller has a large contact area with the subgrade. This large contact area provides the roller with sufficient friction to move the guardrail section. Furthermore, the large contact area ensures that the surface pressure exerted by the roller on the subgrade is not excessive. This allows the roller to gently apply the load of the guardrail section to the subgrade. A roller with these dimensions is therefore extremely gentle on the subgrade and ensures that the guardrail section can be moved safely without causing significant damage to the subgrade.

[0019] It is possible for the rollers of the chassis to be identically designed. In this case, each chassis has only one type of roller. This makes it possible to replace the rollers at any time in the event of a defect, without having to keep multiple types of rollers in stock.

[0020] The lifting device can have a longitudinal axis in a direction of force action. The deflecting body can have a longitudinal axis in a longitudinal direction. The longitudinal axis of the lifting device can be arranged in an angular range between 45° and 85° with respect to the longitudinal direction of the deflecting body. The longitudinal axis of the lifting device can be arranged in an angular range of 60° to 80° with respect to the longitudinal direction of the deflecting body. It is also possible for the longitudinal axis of the lifting device to be arranged in an angular range of 65° to 75° with respect to the longitudinal direction of the deflecting body.

[0021] Such a guardrail section has the advantage that a lifting device with a large lifting height can be arranged in the guardrail section in a limited installation space.

[0022] The lifting device can, for example, be a pneumatic cylinder, a hydraulic cylinder or an electric cylinder. The hydraulic cylinder can be operated with oil or water. The hydraulic cylinder can be made essentially of steel. In the retracted state, the lifting device can have a length along its direction of force action of 25 cm to 120 cm. It is possible for the lifting device to have a length along its direction of force action of 30 cm to 80 cm in the retracted state. It is also possible for the lifting device to comprise a plurality of hydraulic cylinders, pneumatic cylinders or electric cylinders.

[0023] The deflector can have a height between 50 cm and 90 cm. It is possible for the deflector to have a height of 60 cm.

[0024] The axis of rotation of the roller can be formed in the standby position and in the travel position substantially parallel to a longitudinal direction of the deflection body.

[0025] By arranging the rollers in this way, the deflection body can be moved in a transverse direction, while the rollers can absorb forces horizontally in the longitudinal direction of the deflection body.

[0026] The lifting device can be mounted rotatably on the deflector body.

[0027] Due to a rotary arrangement, the chassis can be used flexibly and the chassis can be placed on a base by rotation and then push the guardrail section away from the base without the lifting device transferring a torque to the guardrail section.

[0028] The direction of rotation of the lifting device can be in the direction of the longitudinal direction of the deflecting body. In this case, the axis of rotation of the lifting device is arranged perpendicular to the longitudinal direction of the deflecting body.

[0029] The chassis can be connected to the deflection body by an articulated arm. The articulated arm can be rotationally connected to the chassis and to the deflection body. By providing a rotational, articulated connection between the chassis and the deflection body, both by the articulated arm and the lifting device, the individual bars (lifting device / articulated arm) are essentially only subjected to a normal force and therefore only to compressive or tensile loads. This means that both the lifting device and the articulated arm can be dimensioned to advantage. By attaching the chassis to the deflection body in this way by means of the articulated arm and the lifting device, a guardrail section is created which can be raised and lowered and is stable and robust in any condition.

[0030] The articulated arm can be made of steel. Steel is an extremely robust and durable material. It is also possible for the articulated arm to be made of other materials or to combine several materials. The crucial factor is that the articulated arm is stable and robust against external influences.

[0031] The chassis and the articulated arm can have a total length between 160 cm and 220 cm.

[0032] The articulated arm has a length between a chassis joint and a deflection joint. The chassis joint connects the articulated arm to the chassis. The deflection joint connects the articulated arm to the deflection body. The length of the articulated arm from the chassis joint to the deflection joint can be between 110 cm and 170 cm, in particular between 120 cm and 160 cm. The length of the articulated arm is formed from the axis of rotation of the chassis joint to the axis of rotation of the deflection joint. The length of the articulated arm can be at least 1.5 times the length of the lifting device. The length of the lifting device is formed between its connection to the chassis and its connection to the deflection body. The articulated arm can be at least twice as long as the lifting device. The articulated arm can also have a length that is at least 2.5 times the length of the lifting device.

[0033] By designing the articulated arm and the lifting device in this way, the articulated arm is arranged in such a way that it can absorb a high horizontal force component, while the lifting device is designed in such a way that it can lift the deflector as directly and therefore effectively as possible. This results in a mechanical interaction between the articulated arm and the lifting device. The lifting device lifts the guardrail section at least partially vertically, while the articulated arm supports the lifting device and can absorb high horizontal forces in the event of a vehicle impact. The interaction between the lifting device and the articulated arm thus results in a stable and effective lifting and lowering process.

[0034] The object of the invention is further achieved by a guardrail system comprising a plurality of adjustable guardrail segments. The plurality of guardrail systems are connected to one another at the end faces in a tensile-resistant manner. At least one guardrail section, as described above, is inserted between two adjustable guardrail segments. Due to the inserted guardrail section, at least one adjustable guardrail segment is designed to be liftable and movable through the guardrail section.

[0035] By arranging a liftable guardrail section between guardrail segments, a guardrail system is created that can advantageously be lifted and moved. The chassis and the lifting device of the guardrail section thus allow a guardrail system consisting of the guardrail section and at least one guardrail segment to be lifted and moved. The advantages of the guardrail system essentially correspond to the advantages of the guardrail section as described above.

[0036] It is possible for one guardrail segment to be connected to one guardrail section. It is also possible for two guardrail segments to be connected to one guardrail section. For example, one guardrail segment can be connected to a guardrail section which includes a tongue with a closure. The guardrail segment with the tongue and the closure can then be connected to and detached from another guardrail section by being raised or lowered by the guardrail section's lifting device. The interaction between the guardrail section and the guardrail segment thus makes it possible to mechanically connect or detach the guardrail system from other guardrails.

[0037] The object of the invention is further achieved by a road switch with at least one adjustable tongue. The road switch can have two adjustable tongues. The adjustable tongue comprises at least one guardrail section as described above.

[0038] Equipping the adjustable tongue with a guardrail section as described above creates a robust and easily maneuverable road switch. With such a road switch, traffic can be diverted quickly and easily without requiring major manual reconstruction work.

[0039] The at least one tongue can be pivotably mounted horizontally about a substantially vertically oriented axis. Such an arrangement ensures that the tongue of the road switch can be pivoted horizontally and retracted into and connected to another guardrail system. Thus, when the road switch is closed, there are no protruding parts, and motor vehicles can be advantageously guided along the road switch.

[0040] One tongue can be designed to be flexible in the horizontal direction. The individual guardrail sections can be flexibly connected. The individual guardrail sections can be connected at the ends in a tensile-strength manner. The individual guardrail sections can also be designed to be form-fitting and / or force-fitting.

[0041] It is possible for a guardrail section, a guardrail system, or a road switch to have multiple travel units. The multiple travel units can be controlled sequentially or simultaneously. It is also possible for each travel unit to be controlled individually.

[0042] With such a design, even long guardrail sections, guardrail systems or road switches with many elements can be raised, moved and lowered.

[0043] The object of the invention is further achieved by a method for moving a guardrail section as described above. The method comprises the following steps:

[0044] Moving, in particular extending, at least one chassis from a standby position into a travel position; moving the guardrail section on a base, in particular on a road section, with the at least one chassis; - Moving, in particular retracting, the at least one chassis from a travel position into a standby position.

[0045] The chassis is raised or lowered into the standby position or the driving position by the lifting device.

[0046] The method has essentially the same advantages as a guardrail section as previously described.

[0047] The invention is explained in more detail in the following figures.

[0048] This shows:

[0049] Figure 1 : A side view of a guardrail section with a lifting device in a standby position,

[0050] Figure 2 : A section of a guardrail section with an engine in a standby position,

[0051] Figure 3 : A side view of a guardrail section with a lifting device in a moving position,

[0052] Figure 4 : A section of a guardrail section with a

[0053] Motor in a travel position,

[0054] Figure 5 : A view of a chassis with a lifting device and an articulated arm,

[0055] Figure 6 : A front view of a chassis with a lifting device,

[0056] Figure 7 : A side view of a chassis with a lifting device and an articulated arm,

[0057] Figure 8 : A top view of a chassis and an articulated arm,

[0058] Figure 9 : A view of a chassis with two rollers, an articulated arm and a lifting device.

[0059] Figure 1 shows a side view of a guardrail section

[0060] 1 with a lifting device 4 in the standby position. In the standby position, the guardrail section 1 is lowered onto a base (not shown). In the standby position, the weight of the guardrail section 1 rests on the two supports 26. The guardrail section 1 has a deflection body 2. The deflection body 2 has a longitudinal direction 17. The two supports 26 are formed below the deflection body 2. The deflection body 2 has a chassis 3. A lifting device 4 is formed on the chassis 3. The lifting device 4 is designed as a hydraulic cylinder. The lifting device 4 has a longitudinal axis 7. The longitudinal axis 7 of the lifting device 4 runs in the direction of force action of the lifting device 4. The longitudinal axis 17 of the deflection body 2 and the longitudinal axis 7 of the lifting device 4 enclose an angle 42 of 66°. The vertical 6 and the longitudinal axis 7 of the lifting device 4 enclose an angle 5 of 24°.The vertical 6 is thus arranged perpendicular to the longitudinal direction 17 of the deflecting body 2. The lifting device 4 is connected to the deflecting body 2 by a lifting joint 18. The lifting device 4 is rotationally connected to the deflecting body 2 by the lifting joint 18. The lifting device 4 has a length 24 of 30 cm. The deflecting body 2 also has an articulated arm 19. The articulated arm 19 is connected to the deflecting body 2 by a deflection joint 21. The articulated arm 19 is connected to the chassis 3 via a chassis joint 20. The articulated arm 19 has a length 25 of 120 cm from the axis of rotation 40 of the chassis joint to the axis of rotation 39 of the deflection joint. The articulated arm 19 has a longitudinal axis 22. In the standby position, the longitudinal axis 22 and the longitudinal axis 17 of the deflector 2 form an angle 23 of 3°. The supports 26 have a height 27 of 4 cm. The deflector has a height 30 of 60 cm.The deflection body has a length 38 of 600 cm. Figure 2 shows a section AA of a guardrail section 1 with a motor 9 in the standby position. Figure 2 shows the section AA from Figure 1. In the section AA, the guardrail section 1 has a width 31 of 30 cm. The section AA has a height 30 of 60 cm. The guardrail section 1 has a deflection body 2. A drive motor 9 is formed on the deflection body 2. The drive motor 9 has a motor gear 11. In addition, the deflection body 2 has two rollers 8. The two rollers 8 are each equipped with a roller gear 12. The two roller gears 12 and the motor gear 11 are operatively connected by a belt 13. The motor gear 11 as well as the two roller gears 12 and the belt 13 form a gear 10 which operatively connects the motor with the two rollers.

[0061] Figure 3 shows a side view of a guardrail section 1 with a lifting device 4 similar to Figure 1. Unlike in Figure 1, the guardrail section 1 is in the travel position. In the travel position, the chassis 3 is lowered onto a base (not shown). In the travel position, the two supports 26 essentially do not bear any load from other components. In the travel position, the lifting device 4 presses the chassis 3 onto the base (not shown). As a result, the lifting device 4 lifts the deflection body 2 of the guardrail section 1 against the force of gravity. In the travel position, the deflection body 2 of the guardrail section 1 can be moved in a transverse direction. The lower edge of the chassis 3 and the lower edge of the supports 26 have a vertical distance 28 of 12 cm. Thus, the deflector body 2 is lifted from the standby position to the driving position by the chassis 3 by a lifting height of 12 cm.In the travel position, the lifting device 4 has a greater length 24 than in the standby position. The length 24 of the lifting device 4 is 45 cm in the travel position. The articulated arm 19 has a longitudinal axis 22. The longitudinal axis 22 and the longitudinal axis 17 of the deflector body 2 form an angle 23 of 3° in the travel position. When the articulated arm 19 pivots from the standby position into the travel position, it therefore covers an angle of 6°. In the travel position, the longitudinal axis 17 of the deflector body 2 and the longitudinal axis 7 of the lifting device 4 form an angle 42 of 72°. The vertical 6 and the longitudinal axis 7 of the lifting device 4 form an angle 5 of 18°. When moving from the standby position to the travel position, the lifting device covers an angle of 6 °.

[0062] Figure 4 shows a section of a guardrail section 1 with a motor 9 in the travel position. This section is section BB of the deflector 2 from Figure 3. Section BB from Figure 4 is designed analogously to section AA from Figure 2. Unlike section AA in Figure 2, in section BB in Figure 4 the rollers 8 are lowered onto the base (not shown) and the guardrail section 1 is raised into the travel position. In the travel position the guardrail section 1 has a height of 72 cm. Thus the guardrail section 1 is raised by 12 cm in the travel position compared to the standby position in Figure 2.

[0063] Figure 5 shows a view of a chassis 3 with a lifting device 4 and an articulated arm 19. The chassis 3 has two rollers (not shown). The two rollers (not shown) each have a roller gear 12. The two rollers (not shown) also each have a rotation axis 14. The two roller gears 12 are operatively connected to the motor gear 11 by a belt 13. The motor gear 11 is connected to a traction motor 9. The two roller gears 12 as well as the motor gear 11 and the belt 13 form a gear 10. The lifting device 4 is connected to the chassis 3 via the chassis joint 20. The lifting device 4 has a longitudinal axis 7. The longitudinal axis 7 is arranged in the direction of force action of the lifting device 4. The lifting device 4 has a lifting joint 18. The lifting device 4 is rotationally connected to the deflection body (not shown) via the lifting joint 18.From the axis of rotation 40 of the chassis joint 20 to the axis of rotation 41 of the lifting joint 18, the lifting device 4 has a length 24 of 45 cm. The articulated arm 19 is connected to the chassis joint 20. The articulated arm 19 has a longitudinal axis 22. The articulated arm 19 has a deflection joint 21, with which the articulated arm 19 is connected to the deflection body (not shown). The articulated arm 19 is connected to the chassis 3 via the chassis joint 20. From the axis of rotation 39 of the deflection joint 21 to the axis of rotation 40 of the chassis joint 20, the articulated arm 19 has a length 25 of 120 cm.

[0064] Figure 6 shows a front view of a chassis 3 with a lifting device 4 in the travel position. The chassis 3 is designed analogously to the section BB in Figure 4. Unlike in Figure 4, a lifting device 4 is formed on the chassis 3. The lifting device 4 is connected to the deflection body (not shown) via the lifting joint 18. The two rollers 8 have a horizontal distance 34 of 14 cm. In the travel position, the guardrail section 1 has a vertical height 32 of 72.4 cm. The chassis 3 has a height 33 of 49.1 cm. The lifting joint 18 has a rotation axis 41.

[0065] Figure 7 shows a side view of a chassis 3 with a lifting device 4 and an articulated arm 19 analogous to Figure 5 .

[0066] The articulated arm 19 has a longitudinal axis 22. The two rollers 8 have a rotation axis 14. Along the rotation axis 14, the rollers 8 have an extension 15 of 60 cm. The lifting device 4 has a longitudinal axis 7. The longitudinal axis 7 of the lifting device 4 runs in the direction of force action of the lifting device 4. The longitudinal axis 7 of the lifting device 4 forms an angle 5 of 18° to the vertical 6. The horizontal 36 and the longitudinal axis 22 of the articulated arm 19 form an angle 23 of 3°. The chassis 3 and the articulated arm 19 have a total length 35 of 170 cm. The longitudinal axis 17 of the deflection body 2 and the longitudinal axis 7 of the lifting device 4 form an angle 42 of 72°. When moving from the standby position to the travel position, the lifting device covers an angle of 6 ° .

[0067] Figure 8 shows a top view of a chassis 3 with an articulated arm 19 similar to Figures 5 and 7. The chassis 3 has a width 31 of 27.6 cm. The deflection joint 21 has a width 37 of 30.8 cm.

[0068] Figure 9 shows a view of a chassis 3 with two rollers 8, an articulated arm 19, and a lifting device 4, similar to Figures 5, 7, and 8. The two rollers 8 each have a rotation axis 14. The rotation axes 14 are spaced 34 by 14 cm. The rollers 8 have a diameter 8 of 8 cm. The rotation axes 14 of the rollers 8 run parallel to the longitudinal axis 22 of the articulated arm 19. The longitudinal axis 7 of the lifting device 4 and the vertical 6 form an angle 5 of 18°.

Claims

Patent claims 1. A guardrail section (1) comprising a deflection body (2) extending in particular in a longitudinal direction and having at least one chassis (3) movable between a standby position and a travel position, wherein the at least one chassis (3) is retracted into a receptacle of the deflection body (2) in the standby position and extended out of the receptacle in the travel position such that the guardrail section (1) can be moved on a base, in particular a road section, wherein the chassis (3) is connected to the deflection body (2) by a lifting device (4) by which the chassis (3) can be brought from the standby position into the travel position, wherein the chassis (3) comprises at least one roller (8) and in particular at least two rollers (8), and preferably a drive motor (9), wherein the at least one roller (8) and preferably at least two rollers (8) are driven in particular by the drive motor (9),characterized in that the at least one roller (8) has an extension (15) along its axis of rotation (14) which is at least twice, preferably at least four times, in particular at least six times as large as the diameter (16) of the roller (8).

2. Guardrail section (1) according to claim 1, wherein the lifting device (4) has a longitudinal axis (7) in a force action direction and the longitudinal axis (7) is arranged in an angular range of 45° to 85°, in particular in an angular range of 60° to 80°, more preferably in an angular range of 65° to 75°, to the longitudinal direction (17) of the deflection body (2).

3. Guardrail section (1) according to one of the preceding claims, wherein the rotation axis (14) of the roller (8) in the standby position and in the travel position is formed substantially parallel to the longitudinal direction (17) of the deflection body (2).

4. Guardrail section (1) according to one of the preceding claims, wherein the lifting device (4) is rotatably mounted on the deflection body (2).

5. Guardrail section (1) according to one of the preceding claims, wherein the chassis (3) is connected to the deflection body (2) by an articulated arm (19), wherein the articulated arm (19) is preferably mounted in a rotational manner on the chassis (3) and on the deflection body (2).

6. Guardrail section (1) according to claim 5, wherein the articulated arm (19) has a length (25) between a chassis joint (20) with which the articulated arm (19) is connected to the chassis (3) and a deflection joint (21) with which the articulated arm (19) is connected to the deflection body (2), of at least 1.5 times, in particular at least 2 times, preferably at least 2.5 times the length (24) of the lifting device (4) between its connection (20) to the chassis (3) and its connection (18) to the deflection body (2).

7. Guardrail system comprising several adjustable guardrail segments which can be connected to one another at the end in a tensile-resistant manner, in particular in a form-fitting manner, and optionally also in a force-fitting manner, characterized in that between two adjustable guardrail segments, at least one guardrail section (1) according to one of claims 1 to 6, is inserted, whereby at least one adjustable guardrail segment can be lifted and moved through the guardrail section (1).

8. Road switch with at least one adjustable tongue, in particular two adjustable tongues, each comprising at least one guardrail section (1) according to one of claims 1 to 6.

9. Road switch according to claim 8, characterized in that the at least one tongue is pivotally mounted in the horizontal direction about a substantially vertically oriented axis.

10. Road switch according to one of claims 8 or 9, characterized in that the at least one tongue is designed to be flexible in the horizontal direction, in particular by the flexible connection of individual guardrail sections (1) which can be connected to one another at the end in a tensile-resistant manner, in particular in a form-fitting manner, and optionally also in a force-fitting manner.

11. Guardrail system according to claim 7 or road switch according to one of claims 8 to 10, characterized in that several running gears (3) can be controlled sequentially or simultaneously, but in any case individually.

12. A method for displacing a guardrail section (1) according to one of claims 1 to 6, comprising the steps: i. Moving, in particular extending, at least one chassis (3) from a standby position to a travel position; ii. Moving the guardrail section (1) on a base, in particular on a road section, with the at least one chassis (3); iii. Moving, in particular retracting, the at least one chassis (3) from a travel position into a standby position, wherein the chassis (3) is raised or lowered into the standby position or into the travel position by the lifting device (4).

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