EP2354314B1 - Système de limitation de chaussée à pont et procédé de fabrication d'un pareil système - Google Patents

Système de limitation de chaussée à pont et procédé de fabrication d'un pareil système Download PDF

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Publication number
EP2354314B1
EP2354314B1 EP10152641.6A EP10152641A EP2354314B1 EP 2354314 B1 EP2354314 B1 EP 2354314B1 EP 10152641 A EP10152641 A EP 10152641A EP 2354314 B1 EP2354314 B1 EP 2354314B1
Authority
EP
European Patent Office
Prior art keywords
bridge
roadway
concrete
recess
edge beam
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.)
Not-in-force
Application number
EP10152641.6A
Other languages
German (de)
English (en)
Other versions
EP2354314A1 (fr
Inventor
Wolfgang Dr. Bunz
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.)
TSS Technische Sicherheits-Systeme GmbH
Original Assignee
TSS Technische Sicherheits-Systeme GmbH
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
Application filed by TSS Technische Sicherheits-Systeme GmbH filed Critical TSS Technische Sicherheits-Systeme GmbH
Priority to EP10152641.6A priority Critical patent/EP2354314B1/fr
Priority to EP12160488.8A priority patent/EP2472007B8/fr
Publication of EP2354314A1 publication Critical patent/EP2354314A1/fr
Application granted granted Critical
Publication of EP2354314B1 publication Critical patent/EP2354314B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/10—Railings; Protectors against smoke or gases, e.g. of locomotives; Maintenance travellers; Fastening of pipes or cables to bridges
    • E01D19/103—Parapets, railings ; Guard barriers or road-bridges

Definitions

  • the invention relates to a bridge lane boundary system.
  • concrete protection walls For the limitation of roads, especially highways are known in addition to the commonly used steel crash barriers concrete protection walls. Concrete barriers have in comparison to steel crash barriers considerable advantages, in particular a better retention capacity.
  • concrete protective walls In addition to in the road, for example, anchored in track grooves concrete protective walls, so-called free-standing concrete barriers are known. Such concrete protection walls are placed, for example, on a roadway top or on an adjacent to the roadway, fixed support layer. On the one hand, this may be mobile individual prefabricated concrete protection walls which can be used, for example, in construction site areas. Likewise, freestanding concrete protection walls can also be produced in large quantities by in-situ concrete. Such, in particular multi-stage concrete protective wall is in particular in DE 20 2005 010 248 described. Opposite anchored concrete protection walls have freestanding anchored Concrete protection walls in particular the advantage that the impact of a motor vehicle by moving the concrete protection wall is a damping of the impact.
  • the roadway boundary on bridges represents a particularly critical area. Normally steel guardrails are used in this area. However, since the compliance of steel crash barriers is very different from that of concrete barriers, it is necessary that the transition between steel barriers and concrete barriers be specially designed. For this purpose, special transitional designs have been developed to avoid in particular that a motor vehicle due to the strong deformation of the steel guardrail impacts on the front side of the concrete protective wall. A suitable transitional construction is in EP 1 645 691 described. Although a reliable transition between restraint systems of different compliance can be realized by such transition systems, this is technically complex and thus costly devices.
  • the object of the invention is to provide a bridge lane boundary system and a method for its production, which is inexpensive to produce and preferably can be connected well to concrete barriers.
  • the bridge roadway boundary system has a bridge cap arranged laterally next to a roadway.
  • a bridge cap protects the longitudinal edge of a bridge.
  • Bridge caps are usually made of concrete with steel reinforcements, wherein the bridge cap can also be integrally formed with the bridge itself.
  • the concrete protective wall is a prefabricated concrete protection wall made of in-situ concrete, as used, for example, in DE 20 2005 010 248 is described. Since it is thus a free-standing concrete protective wall according to the invention, it can be displaced laterally in the event of an impact when overcoming the frictional forces between the top of the bridge cap and a particular flat underside of the concrete protective wall. In order to avoid that the concrete protective wall is pushed in extreme cases beyond the edge of the bridge cap and then falls down from the bridge, a limiting element is provided according to the invention.
  • the limiting element limits the lateral displaceability of the concrete protective wall in the event of an impact. Due to the provision according to the invention of such a limiting element, it is possible to provide anchored or freely standing concrete protection walls on bridges. In this case, the concrete protection walls are laterally displaceable at least by a certain predetermined amount, so that damping of the impact is ensured. On the other hand, a sliding down of the concrete protective wall is avoided by the bridge due to the limiting element.
  • the limiting element is firmly connected to the concrete protection wall or the bridge cap, with a fixed connection with the bridge cap is preferred.
  • the limiting element projects into a recess of the concrete protective wall.
  • the recess is provided in the underside of the concrete protective wall and open in the direction of the bridge cap.
  • the recess itself is in this case preferably designed such that it is closed on the carriageway side. This ensures that when moving in the event of an impact, the concrete protective wall can be pushed away from the road to the boundary element facing the direction of the roadway Inside of the recess abuts.
  • the recess is also laterally closed on the side facing away from the roadway, so that the recess in a preferred embodiment has a substantially cuboid cross-section.
  • a push plate is provided between the concrete protection wall, in particular the underside of the concrete protection wall, and the bridge cap, in particular the upper side of the bridge cap.
  • the push plate is preferably connected to the concrete protective wall. This connection can take place in that the push plate an upward, i. has away from the bridge cap approaching or folding, for example, on an inner side, i. a facing in the direction of the road side of the concrete protection wall.
  • the thrust plate has an opening through which the limiting element projects into the recess.
  • the provided in the thrust plate opening through which protrudes the particular rod-shaped limiting element is formed such that the width of the opening increases from the side facing away from the lane to the side facing the lane.
  • the opening is thus formed substantially triangular.
  • the limiting element is arranged in the unshielded shape of the concrete protective wall in the narrower region of the opening or in the apex of the triangle and thus the position of the concrete protective wall is clearly defined. Due to the broadening of the opening, it is possible not only to move the concrete protection wall laterally, ie in the direction of the outer edge of the bridge cap away from the roadway, but also to allow a slight shift in the roadway longitudinal direction. This is in particular a Load of the limiting element avoided in the longitudinal direction of the road and thus ensures that the limiting element can take the transverse to the roadway longitudinal direction, ie laterally acting forces when limiting the shift safely.
  • the dimension of the opening in the thrust plate transversely to the longitudinal direction of the concrete protection wall corresponds to the dimension of the recess in this direction in a preferred embodiment.
  • the limiting element abuts both the end face of the opening of the thrust plate pointing in the direction of the roadway and the corresponding inner wall of the recess.
  • the limiting element is in particular designed as a pin or has a pin. This is anchored depending on the configuration in the bridge cap or concrete protection wall, it being preferred to anchor the pin in the bridge cap, so that the pin protrudes through the opening of the thrust plate in the recess provided in the concrete protective wall.
  • the area of the bridge cap on which the concrete protection wall rests is inclined.
  • the inclination takes place here in the direction of the road, so that in case of impact, the concrete protection wall against the inclination of the bridge cap must be pushed upwards.
  • the limiting element additionally has the task of preventing the concrete protective wall from slipping onto the roadway. This is ensured, for example, that the particular pin-shaped limiting element rests against an inner wall of the recess facing away from the roadway, as long as no displacement of the concrete protective wall has occurred due to an impact.
  • the limiting element may abut in the side facing away from the roadway inside the opening of the thrust plate.
  • the inside of the recess is lined according to the invention by a mounting hood.
  • the provision of a mounting hood is, as explained below, particularly advantageous in the production of concrete protection walls of in-situ concrete.
  • the production of the bridge roadway boundary system according to the invention is carried out in a particularly preferred embodiment as described below, wherein it is particularly preferred that the concrete protective wall is made of in-situ concrete.
  • a fixing of the particular pin-shaped limiting element takes place in the bridge cap.
  • this may be a plug to be inserted into the bridge cap, which for example has a diameter of 16 to 18 mm. It is preferred in this case that corresponding limiting elements or dowels are arranged at a distance of 3 to 5 m in the bridge cap.
  • thrust plates can be arranged on the upper side of the bridge cap in such a way that the delimiting element projects in each case through the opening of a thrust plate.
  • the thrust plates can also be omitted.
  • the boundary elements in each case with a mounting hood.
  • the mounting hoods are preferably connected to the bridge cap, for example by screwing. If thrust plates are provided, the mounting hoods are connected to the thrust plates.
  • the push plates are used in addition to the position definition of the mounting hoods.
  • concrete protective wall can be made by in-situ concrete, so that a free standing not fixed in the bridge cap concrete protective wall, such as in DE 20 2005 010 248 described, can be produced.
  • An underside of the concrete protection wall is here laterally displaceable on the top of the bridge cap.
  • the mounting hood is in this case arranged such that the foot of the concrete protection wall completely surrounds the mounting hood.
  • a bridge cap 12 is arranged laterally, which is provided with reinforcing bars 14. At an inner side of the bridge cap, the road surface also schematically illustrated 16 connects.
  • a concrete protection wall 20 preferably made of in-situ concrete, is arranged on an upper side 18 of the bridge cap 12.
  • the concrete protection wall 20 is in a particularly preferred embodiment, a concrete protective wall with a retention level of at least H2 according to the Euronorm 1317-2, as for example in DE 20 2005 010 248 is described.
  • the concrete protective wall 20 is formed as a free-standing anchored concrete protective wall.
  • limiting elements 28 are provided.
  • the limiting elements 28 are formed in the illustrated embodiment as a pin-shaped dowels, which are fixed in the bridge cap 12 and protrude over the top 18 of the bridge cap 12.
  • the limiting elements 28 protrude into a rectangular cross-section recess 30 which at an underside 32 of the Concrete barrier 20 is provided.
  • the recess 30 is open towards the bottom 32.
  • the recess 30 is formed by a thrust plate 34 and a mounting hood 36 or limited.
  • the thrust plate 34 is arranged such that the pin-shaped limiting element is disposed within a triangular opening 38 of the thrust plate 34.
  • the opening 38 is substantially triangular in cross-section, wherein the pin-shaped limiting element 28 is arranged in the non-displaced concrete protection wall 20 in the direction away from the roadway 16 tip of the triangular opening ( FIG. 2 ).
  • the thrust plate 34 also has a contact surface or a rebate 40.
  • the fold 40 bears against the outer side 26 of the concrete protection wall 20 facing in the direction of the roadway 16.
  • the mounting hoods 36 are arranged on the limiting elements and connected, for example via schematically illustrated screw 42, 44 with the thrust plate 34.
  • the limiting element 28 is thus arranged in a recess 30 forming cavity.
  • the top 18 of the bridge cap 12 is inclined in the area of the footprint of the concrete protection wall 20. Starting from the roadway 60, the upper side 18 of the bridge cap thus rises.
  • the inclination here is usually 2.5% to 15 % and more preferably about 4%. Due to the inclination, the concrete protection wall 20 slips in the direction of the roadway 16.
  • the limiting element 28 is located on an inner wall 46 facing away from the roadway 16 of the mounting hood 36 ( FIG. 1 ).
  • the impact of a vehicle on the inside 26 of the concrete protection wall 20 is a lateral displacement of the concrete protection wall 20 in the direction of arrow 24.
  • the limiting element 28 is provided.
  • a displacement of the opening 38 of the thrust plate 34 takes place together with the concrete protection wall 20. The displacement takes place in this case until the pin-shaped limiting element 28 on an inner wall 48 of the mounting hood 36 and on an inner side 50 of the recess 38th abuts.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (10)

  1. Système de limitation de voie sur un pont, avec un parapet (12) disposé latéralement près d'une voie (16),
    une paroi protectrice en béton (20) qui est implantée sur un côté supérieur (18) du parapet (12) et qui, en cas d'impact, peut être déplacée latéralement lors du dépassement des forces de frottement entre le côté supérieur du parapet et un côté inférieur (32) de la paroi protectrice en béton (20), et
    un élément de limitation (28) pour limiter le déplacement latéral (24) de la paroi protectrice en béton (20) en cas d'impact, l'élément de limitation (28) étant raccordé de façon fixe au parapet (12) et faisant saillie dans un creux (30) de la paroi protectrice en béton (20), et le creux (30) étant ouvert en direction du parapet (12),
    caractérisé en ce que
    le creux (30) est revêtu d'un capot de montage (36).
  2. Système de limitation de voie sur un pont selon la revendication 1, caractérisé en ce que le creux (30) est, côté voie, fermé par la paroi protectrice en béton (20).
  3. Système de limitation de voie sur un pont selon la revendication 1 ou 2, caractérisé par une plaque de poussée (34) disposée entre la paroi protectrice en béton (20) et le parapet (12), en particulier raccordée à la paroi protectrice en béton (20), avec une ouverture (38) à travers laquelle l'élément de limitation (28) fait saillie dans le creux (30).
  4. Système de limitation de voie sur un pont selon la revendication 3, caractérisé en ce que l'élément de limitation (28), pour limiter le déplacement de la paroi protectrice en béton (20) du fait d'un impact, vient heurter une face latérale (50), côté voie, de l'ouverture (38).
  5. Système de limitation de voie sur un pont selon la revendication 3 ou 4, caractérisé en ce que la largeur de l'ouverture (38) augmente à partir du côté éloigné de la voie en direction de la voie (16), l'ouverture (38) présentant de préférence une section transversale essentiellement de forme triangulaire.
  6. Système de limitation de voie sur un pont selon une des revendications 1 à 5, caractérisé en ce que l'élément de limitation présente une broche (28) qui est ancrée dans le parapet (12) ou dans la paroi protectrice en béton (20) et qui fait saillie dans le creux (30).
  7. Système de limitation de voie sur un pont selon une des revendications 1 à 6, caractérisé en ce que le côté supérieur (18) du parapet (12) est incliné au moins dans la zone d'implantation de la paroi protectrice en béton (20).
  8. Système de limitation de voie sur un pont selon une des revendications 1 à 7, caractérisé en ce que, en cas d'impact, le creux (30) est déplacé par rapport à l'élément de limitation (28) jusqu'à ce que l'élément de limitation (28) vienne heurter une paroi intérieure (48), côté voie, du creux (30) ou respectivement du capot de montage (36).
  9. Procédé pour fabriquer un système de limitation de voie sur un pont selon une des revendications 1 à 8, dans lequel,
    dans un parapet (12), il est fixé des éléments de limitation (28) qui dépassent au-dessus d'un côté supérieur (18) du parapet (12),
    les éléments de limitation (28) sont recouverts de capots de montage (36) de telle sorte que les éléments de limitation (28) sont respectivement disposés dans un creux (30) formé par le capot de montage (36), et
    une paroi protectrice en béton (20) est fabriquée par du béton coulé sur place de telle sorte que le capot de montage (36) est recouvert par la paroi protectrice en béton (20), et un côté inférieur (32) de la paroi protectrice en béton (20) est implanté de façon déplaçable latéralement sur le côté supérieur (18) du parapet (12).
  10. Procédé selon la revendication 9, dans lequel, entre les capots de montage (36) et le côté supérieur (18) du parapet (12), il est disposé respectivement une plaque de poussée (34) qui présente une ouverture (38) à travers laquelle l'élément de limitation (28) fait saillie.
EP10152641.6A 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un pareil système Not-in-force EP2354314B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP10152641.6A EP2354314B1 (fr) 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un pareil système
EP12160488.8A EP2472007B8 (fr) 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un tel système

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP10152641.6A EP2354314B1 (fr) 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un pareil système

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP12160488.8A Division EP2472007B8 (fr) 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un tel système
EP12160488.8 Division-Into 2012-03-21

Publications (2)

Publication Number Publication Date
EP2354314A1 EP2354314A1 (fr) 2011-08-10
EP2354314B1 true EP2354314B1 (fr) 2013-12-11

Family

ID=42289372

Family Applications (2)

Application Number Title Priority Date Filing Date
EP10152641.6A Not-in-force EP2354314B1 (fr) 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un pareil système
EP12160488.8A Not-in-force EP2472007B8 (fr) 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un tel système

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP12160488.8A Not-in-force EP2472007B8 (fr) 2010-02-04 2010-02-04 Système de limitation de chaussée à pont et procédé de fabrication d'un tel système

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EP (2) EP2354314B1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1286368B1 (it) * 1996-10-31 1998-07-08 Autostrade Concess Const Barriera monofilare di spartitraffico tipo new jersey di classe b3 in calcestruzzo resistente a energie d'urto maggiori e tale da impedire
IT1292319B1 (it) * 1997-05-20 1999-01-29 Trafilmetal S R L Barriera stradale di sicurezza.
AT408555B (de) 1997-12-23 2002-01-25 Stoeckl Josef Leitwandelement für verkehrswege
IT1302420B1 (it) * 1998-08-05 2000-09-05 Autostrade Concess Const Dispositivi per la decelerazione calibratra dei veicoli urtantiper barriere di sicurezza a profilo new jersey con ancoraggio
SI1645691T1 (sl) 2004-10-06 2007-08-31 Tss Tech Sicherheits Systeme Gmbh Prehodna konstrukcija
DE202005010248U1 (de) 2005-06-30 2005-09-08 Tss Technische Sicherheits-Systeme Gmbh Rückhaltesystem

Also Published As

Publication number Publication date
EP2354314A1 (fr) 2011-08-10
EP2472007A2 (fr) 2012-07-04
EP2472007B8 (fr) 2015-03-11
EP2472007B1 (fr) 2014-12-24
EP2472007A3 (fr) 2013-07-10

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