EP0761889A1 - Disposition de barrière routière - Google Patents

Disposition de barrière routière Download PDF

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Publication number
EP0761889A1
EP0761889A1 EP96112712A EP96112712A EP0761889A1 EP 0761889 A1 EP0761889 A1 EP 0761889A1 EP 96112712 A EP96112712 A EP 96112712A EP 96112712 A EP96112712 A EP 96112712A EP 0761889 A1 EP0761889 A1 EP 0761889A1
Authority
EP
European Patent Office
Prior art keywords
posts
profile strands
strands
guardrail
shaped profile
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96112712A
Other languages
German (de)
English (en)
Other versions
EP0761889B1 (fr
Inventor
Karl-Heinz Schmitt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SPIG Schutzplanken Produktions GmbH and Co KG
Original Assignee
SPIG Schutzplanken Produktions GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19536915A external-priority patent/DE19536915C2/de
Application filed by SPIG Schutzplanken Produktions GmbH and Co KG filed Critical SPIG Schutzplanken Produktions GmbH and Co KG
Publication of EP0761889A1 publication Critical patent/EP0761889A1/fr
Application granted granted Critical
Publication of EP0761889B1 publication Critical patent/EP0761889B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts

Definitions

  • a guardrail arrangement arranged laterally next to a roadway, it is known to provide C-shaped profile strands on the side facing the roadway from I-shaped posts set into the ground at a distance from one another, both in the approximately middle height region and at the upper end in cross section ("Guidelines for the implementation of guardrails", Swiss Federal Office for Road Construction, edition 1982, chapter 4.5, page 70).
  • the profile strands are made up of individual profile sections that are set together without protrusion and are screwed together by means of internal tabs.
  • the open sides of the profile strands face the posts. Their short flanges on the posts are clamped to the posts by tabs and bolts.
  • Tubular buffers are screwed onto the carriageway on the side of the profile strand extending in the middle height range.
  • the longitudinal axes of the buffers run vertically. Their height is smaller than the height of the profile strand.
  • the buffers are arranged both in transverse planes, in which the webs of the posts extend, and in transverse planes lying between the posts.
  • a guardrail section with a W-shaped cross section is screwed on.
  • the guardrail strand like the profile strands, is composed of individual guardrail sections that are screwed together.
  • short rectangular profile pieces are integrated between the buffers and the guardrail strand. These profile pieces are also defined when the guardrail line is screwed to the buffers. Its horizontally aligned legs reach into the longitudinal troughs of the guardrail strand facing away from the road.
  • the protective barrier arrangement described above and belonging to the prior art is currently standard in practice and, moreover, has been successfully tested with the TB 51 test in accordance with the requirements of the Federal Highway Research Institute.
  • a vehicle with a total weight of 13000 kg was thrown against the guardrail arrangement at a speed of 70 km / h at an impact angle of 20 °.
  • the guardrail arrangement had to absorb an energy of approximately 286,000 N.
  • the test demonstrated that the crash barrier arrangement bulged only slightly in the impact area.
  • the invention is based on the object of further developing the known guardrail arrangement in such a way that it is double-sided Construction for in particular narrow median strips between two lanes with oncoming traffic can be used under the conditions of trial TB 61.
  • the test TB 61 means that a vehicle with a total weight of 16,000 kg is thrown against the guardrail arrangement at an impact angle of 20 ° at a speed of 80 km / h.
  • the guardrail arrangement has to absorb an energy of approximately 420,000 N. This value is about twice as high as that of test TB 51.
  • the invention now achieves this by providing C-shaped profile strands on both sides at the upper ends of the posts, connecting them to the posts at least indirectly via predetermined breaking points and via transversely directed coupling elements.
  • Such a configuration leads to the fact that in the event of an impact and then the post bending away from the roadway, the two upper profile strands can become detached from the post, because they strive as part of a longitudinally tensioned safety harness to maintain their stretched position.
  • the cross-connection of the profile strands through the coupling links contributes to the fact that the profile strand facing away from the roadway is not bent sideways and downwards with the posts and then can no longer contribute to absorbing the impact energy.
  • the invention thus creates a compact, stable fall arrester in the area of the upper ends of the posts, which can nevertheless be easily detached from the posts and, as part of the guardrail arrangement, ensures the absorption of an energy of approximately 420,000 N.
  • the invention makes it possible in a particularly advantageous manner to arrange an effective guard rail arrangement also on narrow median strips that separate two lanes different in height level from one another.
  • guardrail arrangement is seen in accordance with the features of claim 2 in that the C-shaped profile strands provided at the upper ends of the posts are overlapped and / or underneath by U-shaped brackets located in the area of the posts. This further increases the compactness of the fall arrester.
  • the two profile strands can ultimately be supported against one another by bulging the webs of the brackets, so that the stiffness of the catch belt consisting of the two profile strands and the brackets is thereby further increased.
  • the brackets are not connected to the posts.
  • a further embodiment of the invention according to the features of claim 3 is that the coupling links are designed as spacers which fit into the C-shaped profile strands.
  • the profile strands are not connected to the posts.
  • the spacers are connected to the posts.
  • the spacers are expediently formed from U-profiles which can be screwed to the posts and are attached to the end faces of the profiles and are connected to the C-shaped profile strands.
  • the C-shaped profile strands therefore do not have their own direct connection to the posts. Rather, this is done exclusively by the spacers.
  • the coupling links are screwed to the profile strands.
  • the screw connections then lie both in the area of the horizontal webs of the profile strands and also on the outside vertical legs. If spacers are used, they are screwed to the outside legs via the brackets.
  • the release of the upper profile strands from the posts is made easier according to the features of claim 6 after destruction of the predetermined breaking points (screw connections of the profile strands or spacers with the posts) in that in the connections of the profile strands or spacers with the upper ends of the Post friction steel on steel avoiding sliding layers are integrated.
  • the posts preferably have a C-shaped or sigma-shaped cross-section, wherein they are divided according to the respective local requirements on length.
  • the open areas of the posts point in the longitudinal direction of the median strip.
  • the fixing of the C-shaped profile strands provided on the posts in the middle height region of the posts is preferably carried out according to the features of claim 8.
  • Special clamping hooks are used here.
  • the clamping hooks can have, for example, an integrated threaded sleeve with an internal thread for a screw bolt.
  • the bolt is made from the inside of a profile strand turned into the threaded sleeve and pulls the profile strand to the post via the hook.
  • the hook can have a wedge-shaped hook mouth with which it engages over a flange of the post.
  • Two clamp hooks are expediently one above the other. The heads of the two bolts are then supported on a tab, which comes to rest on the inside of the flanges of the profile strand.
  • the clamping hooks can, however, also be connected in one piece to sleeves with through holes, through which the screw bolts are inserted, which are either turned into threaded holes provided in the tabs which come into contact with the flanges of the profile strands, or nuts are screwed onto the threads of the screw bolts rotated, which then lie on the tabs.
  • the clamping hooks are preferably made of a corrosion-resistant material, such as brass.
  • a corrosion-resistant material such as brass.
  • the profile strands and the guardrail strands connected to them can slide relatively along the posts in the middle height range in the event of an impact and the posts bending in the direction of impact due to the longitudinal tensioning of the profile strands and the guardrail strands.
  • Another advantage of this connection is that the profile strands can be easily and precisely fixed to the posts in the respective intended height range, without it being necessary to provide holes in the legs of the posts facing the profile strands for the fixing bolts. This is associated with a significant reduction in manufacturing costs.
  • the sliding layers between the C-shaped profile strands in the middle height range or at the upper end of the posts or the spacers on the one hand and the legs or the webs of the posts on the other hand can be weatherproof and UV-resistant plastic sheets .
  • FIGS. 1 to 4 and 8 denotes a narrow median strip between two lanes 2, 3 lying at approximately the same height level with oncoming traffic.
  • FIG. 5 illustrates a median strip 1a between two roadways 2a, 3a lying at different height levels.
  • sigma-shaped posts 4 are embedded in the base 5 at a distance from one another in cross section.
  • the open longitudinal sides 6 of the posts 4 all point in the same direction, namely in the longitudinal direction of the central strip 1, 1a.
  • the posts 4 are on both sides in the same central height range vertical cross section C-shaped profile strands 7 attached to the post 4.
  • the open sides 8 of the profile strands 7 face the posts 4.
  • the profile strands 7 are fixed with the aid of tabs 9, clamping hooks 10, screw bolts 11 and plastic plates 12.
  • the clamping hooks 10 are composed of a threaded sleeve 13 and of a hook 14 integrally connected to the threaded sleeve 13 with a rectangular hook jaw 47.
  • the clamping hooks 10 are made of brass.
  • the clamping hooks 10a can also have wedge-shaped hook jaws 47a.
  • the clamping hooks 10, 10a are integrally connected to sleeves 61 having through bores (FIG. 8). Screws can then be inserted through the through holes from the posts 4 and screwed into threaded holes provided in the tabs 9.
  • the tabs 9a can also have through holes so that nuts 62 are then inserted onto the free ends 63 of the bolts.
  • the profile strands 7 consist of individual profile sections 19 which are screwed together at the ends (FIG. 1).
  • tubular buffers 21 with vertical axes 22 which are smaller than the profile strands 7 are fastened by means of screw bolts 23.
  • the bolts 23 are indicated in Figures 2, 5 and 8 in dash-dotted lines.
  • W-shaped guardrail strands 25 are fastened in vertical cross section by incorporating trapezoidal profile pieces 24 with a width corresponding approximately to the depth T of the posts 4 (FIG. 6).
  • the guardrail strands 25 consist, as can be seen from FIG. 1, of individual guardrail sections 26 which are screwed together.
  • the guardrail strands 25 are connected to the profile pieces 24 and the buffers 21 by means of screw bolts 27, illustrated in dash-dotted lines in FIG. 2, and short straps 28, which are inserted into the longitudinal channels 29 of the guardrail strands 25.
  • the lanes 2, 3 running on both sides of the median strip 1 are at approximately the same height level
  • the lanes 2a, 3a are at different height levels.
  • the C-shaped profile strands 7 and the associated buffers 21 and the W-shaped guardrail strands 25 on both sides of the posts 4 are attached to the posts 4 in such a way that they can be displaced relative to one another in accordance with the height levels.
  • the embodiment of FIG. 5 corresponds to that of FIGS. 1 to 4, 6 and 8.
  • C-shaped profile strands 35 corresponding to the C-shaped profile strands 7 are fastened in the middle height range.
  • the upper profile strands 35 are attached to the posts 4 with the aid of tabs 9 and screw bolts 36 as predetermined breaking points.
  • plastic plates 38 are integrated between the legs 18 of the posts 4 and the outer sides of the flanges 37 of the profile strands 35 (FIG. 4), which prevent direct friction from steel to steel.
  • the upper profile strands 35 are overlapped in the vertical cross-sectional plane of the posts 4 by U-shaped brackets 39.
  • the clamps 39 are screwed to the upper sides of the profile strands 35 as well as to their vertical sides both via the webs 40 and via the lateral legs 41.
  • the screw connections 42 are indicated in FIGS. 2 and 5 by dash-dotted lines.
  • brackets 43 are also screwed via their webs 44 and their legs 45 to the undersides and the vertical sides of the profile strands 35.
  • the screw connections 46 are indicated by dash-dotted lines in FIGS. 2 and 5.
  • the lower brackets 43 lie next to the posts 4. However, 4 brackets 43 can also be provided on both sides of the posts.
  • guardrail arrangement SPA according to FIGS. 1, 2 and 4 or the guardrail arrangement SPA1 according to FIG. 5 is approached, for example, by a vehicle with a total weight of 16,000 kg at an approach angle of 20 ° at a speed of 80 km / h, then how 3 shows that the posts 4 lying in the impact area are bent in the direction of impact APR.
  • the predetermined breaking points 36 tear between the profile strands 35 provided at the upper ends 34 of the posts 4 and the posts 4 (see FIG.
  • the webs 40, 44 of the brackets 39, 43 encompassing the profile strands 35 bulge up and down, so that the profile strands 35 can ultimately abut one another and consequently the stiffness of the Catcher AB is increased even further.
  • FIG. 3 shows that, in the event of an impact, the regions of the guardrail strand 25 lying between the posts 4 and the vehicle, which is not illustrated in any more detail, the profile pieces 24, the buffers 21 and regions of the profile strands 7 are deformed, due in particular to FIG. 6 recognizable definition of the profile strands 7 on the posts 4, both the deformed profile strand 7 together with deformed buffers 21 and the deformed guardrail strand 25 as well as the profile strand 7 lying on the other side of the posts 4, the buffers 21 there and the guardrail strand 25 these parts can shift relative to each other along the posts 4 according to the respective conditions.
  • the longitudinal tension of the profile strands 7 and the guardrail strands 25 ensures a level alignment of these strands 7 and 25.
  • FIGS. 8 to 11 illustrate a guardrail arrangement SPA2 which can be used both with the guardrail strands 25 according to FIG. 4 lying at the same height level and with the guardrail strands 25 according to FIG. 5 located at different height levels.
  • the guardrail strands 25 of FIGS. 2 and 4 are shown.
  • the C-shaped profile strands 35 are connected to one another by spacers 48.
  • the profile strands 35 are not connected to the posts 4, but are supported by their flanges 37 only on the outer sides 49 of the posts 4.
  • the spacers 48 consist of U-profiles 50 and tabs 51 welded on the end face of the U-profiles 50.
  • bores 52 are provided one above the other, through which and illustrated in FIGS. 8 to 10 by dash-dotted lines Bolts 53, the spacers 48 are screwed to the vertical side walls 54 of the C-shaped profile strands 35.
  • the U-profiles 50 have a vertical web 55 and horizontal legs 56.
  • the height of the tabs 51 corresponds to the height of the U-profiles 50.
  • the length of the tabs 51 is approximately twice as long as the length of the legs 56 of the U-profiles 50.
  • the spacers 48 are fixed to the post 4 via two bores 57 arranged one above the other in the vertical central transverse plane of the web 55, via screw bolts (not illustrated in more detail) which are identified in FIG. 10 by the dash-dotted lines 58 and nuts and the web not shown 59 of the post 4, elongated holes 60 arranged one above the other in the vertical central transverse plane.
  • Friction-reducing plastic plates similar to the plastic plates 38 of FIG. 4 can be incorporated between the web 55 of the U-profiles 50 and the web 59 of the posts 4.
  • the fall arrester AB formed by the C-shaped profile strands 35 and the spacers 48 behaves in the event of an impact by a vehicle as described above with reference to FIGS. 1 to 6. However, the predetermined breaking points are formed by the connection of the spacers 48 with the posts 4.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)
  • Invalid Beds And Related Equipment (AREA)
  • Laminated Bodies (AREA)
EP96112712A 1995-08-26 1996-08-07 Disposition de barrière routière Expired - Lifetime EP0761889B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19531438 1995-08-26
DE19531438 1995-08-26
DE19536915A DE19536915C2 (de) 1995-08-26 1995-10-04 Schutzplankenanordnung
DE19536915 1995-10-04

Publications (2)

Publication Number Publication Date
EP0761889A1 true EP0761889A1 (fr) 1997-03-12
EP0761889B1 EP0761889B1 (fr) 1999-02-10

Family

ID=26018030

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96112712A Expired - Lifetime EP0761889B1 (fr) 1995-08-26 1996-08-07 Disposition de barrière routière

Country Status (4)

Country Link
EP (1) EP0761889B1 (fr)
AT (1) ATE176694T1 (fr)
ES (1) ES2127594T3 (fr)
TR (1) TR199600681A2 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006002680A1 (fr) * 2004-07-06 2006-01-12 Markus Kaiser Systeme de retenue pour voies de circulation
US8061925B2 (en) 2005-09-26 2011-11-22 Volkmann & Rossbach Gmbh & Co. Kg Vehicle restraining system for limiting roadways
EP1788864A4 (fr) * 2004-07-19 2012-03-07 Carlos M Ochoa Structures de securite d'autoroute amovibles
EP3339512A1 (fr) * 2016-12-20 2018-06-27 Sps Schutzplanken Gmbh Système de retenue de véhicule

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES1060699Y (es) * 2005-07-06 2006-02-01 Hierros Y Aplanaciones S A Hia Sistema metalico continuo para barreras de seguridad aplicable como proteccion para motociclistas compuesto por una pantalla metalica horizontal continua inferior sustentada en la barrera por medio de brazos metalicos dispuestos a intervalos regulares

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3809896A1 (de) * 1988-03-24 1989-10-12 Spig Schutzplanken Prod Gmbh Schutzplankenanordnung fuer fahrbahnen
DE4224998C1 (en) * 1992-07-29 1993-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3809896A1 (de) * 1988-03-24 1989-10-12 Spig Schutzplanken Prod Gmbh Schutzplankenanordnung fuer fahrbahnen
DE4224998C1 (en) * 1992-07-29 1993-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006002680A1 (fr) * 2004-07-06 2006-01-12 Markus Kaiser Systeme de retenue pour voies de circulation
EP1788864A4 (fr) * 2004-07-19 2012-03-07 Carlos M Ochoa Structures de securite d'autoroute amovibles
US8061925B2 (en) 2005-09-26 2011-11-22 Volkmann & Rossbach Gmbh & Co. Kg Vehicle restraining system for limiting roadways
EP3339512A1 (fr) * 2016-12-20 2018-06-27 Sps Schutzplanken Gmbh Système de retenue de véhicule

Also Published As

Publication number Publication date
TR199600681A2 (tr) 1997-03-21
TR199600681A3 (fr) 1997-03-21
ATE176694T1 (de) 1999-02-15
ES2127594T3 (es) 1999-04-16
EP0761889B1 (fr) 1999-02-10

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