EP2904153B1 - Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes - Google Patents

Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes Download PDF

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Publication number
EP2904153B1
EP2904153B1 EP13791717.5A EP13791717A EP2904153B1 EP 2904153 B1 EP2904153 B1 EP 2904153B1 EP 13791717 A EP13791717 A EP 13791717A EP 2904153 B1 EP2904153 B1 EP 2904153B1
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EP
European Patent Office
Prior art keywords
restraint system
crash barrier
wall
wall part
vehicle restraint
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.)
Active
Application number
EP13791717.5A
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German (de)
English (en)
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EP2904153A1 (fr
Inventor
Christian Mader
Mathias Redlberger
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.)
Voestalpine Krems Finaltechnik GmbH
Rebloc GmbH
Original Assignee
Voestalpine Krems Finaltechnik GmbH
Rebloc GmbH
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Application filed by Voestalpine Krems Finaltechnik GmbH, Rebloc GmbH filed Critical Voestalpine Krems Finaltechnik GmbH
Priority to PL13791717T priority Critical patent/PL2904153T3/pl
Priority to SI201331148T priority patent/SI2904153T1/sl
Publication of EP2904153A1 publication Critical patent/EP2904153A1/fr
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Publication of EP2904153B1 publication Critical patent/EP2904153B1/fr
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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
    • 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

Definitions

  • the invention relates to a restraint system with two, different rigidities having vehicle restraint systems, of which one has at least one guard rail and the other at least one protective wall, and with a provided between the vehicle restraint systems transition structure.
  • Transitional constructions are known from the prior art ( DE102007016193A1 . EP2037045A2 ), whose baffle are firmly connected to the ground. Such transient structures have an exorbitantly high hazard potential, essentially due to an abrupt transition between a softer and a stiffer vehicle restraint system.
  • transition structures which have a pivotable baffle ( DE202006017431U1 ).
  • the DE202006017431 U1 further proposes to increase the rigidity of the subsequent to such a transition structure guard rail by a running along the guard rail and thus locally connected stiffening part is provided.
  • the stiffening part is finally firmly connected to a wall part of the guide wall.
  • the running opposite the stiffening part guardrail is finally firmly connected to another wall part of the baffle.
  • the wall parts connected by joints under certain impact conditions an unpredictable movement, which can even lead to a projecting in the roadway displacement of the wall parts. Just such a displacement of the transition structure in the direction of the road, it is natural to avoid due to the resulting risk potential.
  • this pivoting can inter alia lead to a hooking of the impacting vehicle with the transition structure, whereby the risk of injury to its occupants is significantly increased.
  • the invention has therefore, starting from the above-described prior art, the task of creating a transition structure in a restraint system, which can guarantee highest security despite pivotally mounted wall part.
  • the invention solves the problem set by the features of claim 1.
  • the transition structure can be forced in the event of a vehicle collision process safely in a non-critical movement.
  • the guardrail on the front or first wall part namely the entire transition structure can be streamlined, so that the leverage of the stiffening part in the entire transition structure comes into their own and thus unwanted evasive pivoting movements of parts of the transition structure can be avoided.
  • Highest retention classes can thus be achieved, especially since this streamlining of the transitional construction also allows the alignment of the traction axes of the two vehicle restraint systems.
  • Guard rail and stiffening part are therefore attached to the front wall part of the transition structure, in that essentially the loads acting on the guard rail and the stiffening part in the event of an impact are transferred to the front wall part of the guide wall.
  • This allows a comparatively high level of safety to be achieved - even with transitional constructions with wall parts which can be freely pivoted relative to the ground or ground.
  • the leverage of the stiffening part can therefore be particularly beneficial.
  • the transition structure according to the invention can therefore not only be distinguished by a high retention capacity, but can also be produced cost-effectively, because the protective barrier and reinforcing part can be fastened to a common wall part.
  • guardrail and stiffening part are attached to the same longitudinal side of the wall part. In addition, simplify the assembly of the transition structure.
  • the lever action of the stiffening part can be improved if the guard rail and the stiffening part are fastened to mounting areas offset in the longitudinal direction of the wall part.
  • An attachment of the stiffening part upstream of the protective barrier can in fact be used for an increased lever deflection of the wall part, whereby the risk of entanglement of the impacting vehicle and of the transitional structure or of the vehicle restraint system can be reduced.
  • the orientation of the traction axes of the two vehicle restraint systems can be improved.
  • the stiffening part emanating from the front wall part can extend only partially over the length of the transitional construction, so as not to significantly impair the properties of the protective barrier during the formation of the deformation.
  • the guardrail can absorb as a tension element, the kinetic energy of the impacting vehicle even in the transition region between the two vehicle restraint systems comparatively well.
  • the transition structure according to the invention can therefore combine the advantages of a particularly high retention capacity and high occupant safety.
  • the wall part has a bevel, which starts from the front side of the wall part facing the vehicle restraint system and extends to the roadside longitudinal side, the risk of entanglement of an impacting vehicle with the transition structure, in particular the wall part, can be significantly reduced.
  • stiffening part designed as an open hollow profile lies with its two profile legs on the open profile of the protective barrier, not only can compact structural conditions be created, but also more uniform deformation conditions can be ensured at the transitional structure.
  • U-profiles can be special for this purpose.
  • a linear bearing can be provided - this can act almost independently of the impact deformation of the guardrail as a rigid lever on the wall part of the stiffening part. With a safe offset of the wall portion on the side facing away from traffic can therefore be expected.
  • the distance between the posts in the area of the transitional structure is less than the distance between the posts of the vehicle restraint system with the guardrail, a smoother transition between the two stiffnesses of the vehicle restraint system can be ensured.
  • the lever function of the stiffening part can remain unimpaired.
  • the risk of entanglement of the impacting vehicle and transitional construction can be further reduced if the mounting portions of the wall portion are set back relative to the foot area. An aligned boundary can be created in this way.
  • the transition structure can be increased in a structurally simple manner by several, preferably via pivot bearings adjoining, wall parts are provided. In addition, an increased containment level can be ensured by the transition structure.
  • the invention can stand out from the prior art, when between two, different lateral stiffnesses having vehicle restraint systems, a transitional construction is used to form a coherent restraint system. In particular, even if the vehicle restraint systems have offset traction axes.
  • transition structure 1 is provided between two vehicle restraint systems 2 and 3, which have different lateral stiffnesses.
  • This is essentially achieved by having one vehicle restraint system 2 as a passive restraint system made of metal (eg steel) and the other vehicle restraint system 3 as a passive restraint system made of concrete.
  • a protective barrier 4 is shown, which is fastened via posts 5 in the ground 6.
  • posts 5 in the ground 6.
  • a concrete part of the protective wall 7 is shown.
  • the transition structure 1 now connects the two vehicle restraint systems 2 and 3 functionally with each other.
  • the transition structure inter alia, a guide wall 8, which is fixed to the protective wall 7 of the vehicle restraint system 3 via a pivot bearing 9 (fixed bearing).
  • the guide wall 8 of the transitional structure 1 can be displaced about an axis normal to the longitudinal extent 10 relative to the ground 6 or the protective wall 7 of the vehicle restraint system 3.
  • the guide wall 8 is formed of three wall parts 11, 12 and 12, of which two, namely wall part 11 and 12, have different structural characteristics. In general, however, is quite conceivable that the guide wall 8 consists only of a wall portion 11, which has not been shown in detail.
  • the guardrail 4, which extends from the vehicle restraint system 2 to the transitional structure 1, is also fixedly connected to the guide wall 8 or fastened by fastening means 13 (eg screws) on the wall part 11 or front wall part 11 in the direction of travel. Clamping), like this after the Fig. 2 better can be recognized.
  • the transitional structure 1 is also provided with a stiffening part 14 in order to change the rigidity of the protective barrier 4 in regions.
  • the stiffening member 14 extends both in sections along the protective barrier 4, as well as sections between the wall portion 11 and the protective barrier 4.
  • the stiffening member 14 is fixedly connected via fastening means 22 to the wall portion 11 and clamped there.
  • the guard rail 4 and the stiffening part 14 are fastened to the front wall part 11, so that a common restraint is formed here.
  • the front wall part 11 In the event of an impact occurs first by taking advantage of the tensile forces of the protective barrier 4 a streamlining of the transition structure 1 a. Any mechanical tolerances or any other elasticities of the transition structure 1 can be compensated particularly well before a lever-related pivotal movement of the transition structure 1 occurs.
  • the leverage of the stiffening member 14 thus acts on a guide wall 8, which thus allows no evasive movement of their parts in the direction of the road. A transition structure 1 with an excellent containment class is created.
  • protective barrier 4 and stiffening member 14 are attached to the wall portion 11 at their own mounting areas 15 and 16. These mounting portions 15 and 16 are offset in the longitudinal direction of the wall portion 11 so as to increase the leverage of the stiffening member 14. To improve the leverage effect and the alignment of the traction axes alignment guard 4 and stiffening member 14 are secured to the same longitudinal side 17 of the wall portion 11.
  • Fig. 1 can be removed, the stiffening part 14, which starts from the front wall portion 11 extends only partially over the length of the transition structure in front of the front wall portion 11.
  • the stiffener can be made stiffer, thereby exerting increased leverage on the front wall portion 11.
  • the front wall part 11 has a chamfer 18, which starts from the vehicle restraint system 2 with the protective barrier 4 facing end face 19 of the wall part 11 and the roadway side longitudinal side 17 extends. This serves to reduce the risk of entanglement with impacting vehicles.
  • Fig. 4 can be removed, the guardrail 4 with respect to the stiffening member 14 is made wider and covers this broadside.
  • the stiffening member 14 thus provides no external attack surface, which reduces the risk of injury.
  • stiffening member 14 is connected to the guardrail 4 via a linear bearing 20 which allows a linear relative movement between the stiffening member 14 and guard rail 4 in an impact.
  • fasteners 24, z As screws, in slots 25 of the guardrail 4 a.
  • the lever action of the stiffening part 14 remains intact, in particular, even if an impact occurs in the vicinity of the wall part 11.
  • the distance between the posts 5 in the region of the transitional structure 1 with respect to Distance between the posts 5 of the vehicle restraint system 2 with the guardrail 4 is lower and substantially constant.
  • the mounting areas 15, 16 of the wall part 11 are set back in relation to its foot region 21 in order to avoid protrusion into the roadway or to create an aligned boundary.
  • the transitional structure 1 also still has, as in Fig. 1 to recognize a lower guide rail 26.
  • transition structure 1 after the Fig. 1 can also be applied in reverse order by being arranged according to a vehicle restraint system 3 with a protective wall 7 and connected to a vehicle restraint system 2 with a protective barrier 4.

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

Claims (12)

  1. Système de retenue avec deux systèmes de retenue de véhicule (2, 3) de rigidités différentes, dont l'un présente au moins une glissière de sécurité (4) et l'autre présente au moins une paroi de protection (7), et avec une construction de transition (1), prévue entre les systèmes de retenue de véhicule (2, 3), qui présente un élément de renfort (14) et une paroi de guidage (8) avec une partie de paroi avant (11) orientée vers le système de retenue de véhicule (2) avec la glissière de sécurité (4), la paroi de guidage (8) étant liée de façon mobile à la paroi de protection (7) du système de retenue de véhicule (3) via un palier basculant (9), la partie de paroi avant (11) présentant une inclinaison (18) et un côté longitudinal (17) contigu du côté de la chaussée, l'inclinaison (18) partant de la façade (19) orientée vers le système de retenue de véhicule (2) avec la glissière de sécurité (4) et courant vers le côté longitudinal (17) du côté de la chaussée, l'élément de renfort (14) courant ainsi bien au moins par sections le long de la glissière de sécurité (4) qu'au moins par sections entre la partie de paroi avant (11) et la glissière de sécurité (4) et étant lié fixement à la paroi de guidage (8) avec la partie de paroi avant (11), caractérisé en ce que l'élément de renfort (14) court au moins par sections entre le côté longitudinal (17) du côté de la chaussée de paroi avant (11) et la glissière de sécurité (4), et en ce que la glissère de sécurité (4) et l'élément de renfort (14) sont fixés au même côté longitudinal (17) de la partie avant (11) de la paroi de guidage (8).
  2. Système de retenue selon la revendication 1, caractérisé en ce que la glissière de sécurité (4) et l'élément de renfort (14) sont fixés à leur extrémité à la partie avant (11) de la paroi de guidage (8).
  3. Système de retenue selon la revendication 1 ou 2, caractérisé en ce que la glissière de sécurité (4) et l'élément de renfort (14) sont fixés à des zones de montage (15, 16) décalées en direction longitudinale de la partie de paroi avant (11).
  4. Système de retenue selon une des revendications 1 à 3, caractérisé en ce que l'élément de renfort (14) qui part de la partie de paroi avant (11) s'étend partiellement sur la longueur de la construction de transition (1).
  5. Système de retenue selon une des revendications 1 à 4, caractérisé en ce que la glissière de sécurité (4) est réalisée plus large que l'élément de renfort (14) et le recouvre en largeur.
  6. Système de retenue selon une des revendications 1 à 5, caractérisé en ce que la glissière de sécurité (4) présente un profil ouvert et en ce que l'élément de renfort (14) réalisé sous forme d'un profil creux est ajusté avec ses deux ailes (18, 19) au profil ouvert de la glissière de sécurité (4).
  7. Système de retenue selon une des revendications 1 à 6, caractérisé en ce qu'un palier linéaire (20) est prévu entre l'élément de renfort (14) et la glissière de sécurité (4).
  8. Système de retenue selon la revendication 7, caractérisé en ce que le palier linéaire (20) est constitué d'au moins un élément de liaison (24) qui s'accroche dans un orifice oblong (25) de la glissière de sécurité (4), qui lie l'élément de renfort (14) et la glissière de sécurité (4).
  9. Système de retenue selon la revendication 1 ou 8, caractérisé en ce que la glissière de sécurité (4) et l'élément de renfort (14) sont fixés à des zones de montage spécifiques (15, 16), les zones de montage (15, 16) de la partie de paroi (11) étant disposées en retrait par rapport à sa zone inférieure (21).
  10. Système de retenue selon une des revendications 1 à 9, caractérisé en ce que sont prévues plusieurs parties de paroi (11, 12), de préférence juxtaposées via un palier pivotant (23).
  11. Système de retenue selon une des revendications 1 à 10, caractérisé en ce que les systèmes de retenue de véhicule (2, 3) présentent des axes de traction décalés les uns par rapport aux autres.
  12. Système de retenue selon une des revendications 1 à 11, caractérisé en ce que la construction de transition (1) et le système de retenue de véhicule (2) avec la glissière de sécurité (4) comportent des poteaux (5) et en ce que l'intervalle entre les poteaux (5) est plus faible dans la zone de la construction de transition (1) que l'intervalle entre les poteaux (5) du système de retenue de véhicule (2) avec la glissière de sécurité (4).
EP13791717.5A 2012-08-24 2013-08-16 Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes Active EP2904153B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL13791717T PL2904153T3 (pl) 2012-08-24 2013-08-16 System bezpieczeństwa biernego i konstrukcja przejściowa pomiędzy dwoma systemami unieruchamiania pojazdu, posiadającymi różne sztywności boczne
SI201331148T SI2904153T1 (sl) 2012-08-24 2013-08-16 Zadrževalni sistem in prehodna konstrukcija med dvema zadrževalnima sistemoma za vozila, ki imata različni bočni togosti

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50338/2012A AT512924B1 (de) 2012-08-24 2012-08-24 Übergangskonstruktion zwischen zwei unterschiedliche seitliche Steifigkeiten aufweisenden Fahrzeugrückhaltesystemen
PCT/AT2013/050163 WO2014028956A1 (fr) 2012-08-24 2013-08-16 Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes

Publications (2)

Publication Number Publication Date
EP2904153A1 EP2904153A1 (fr) 2015-08-12
EP2904153B1 true EP2904153B1 (fr) 2018-06-27

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Application Number Title Priority Date Filing Date
EP13791717.5A Active EP2904153B1 (fr) 2012-08-24 2013-08-16 Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes

Country Status (5)

Country Link
EP (1) EP2904153B1 (fr)
AT (1) AT512924B1 (fr)
PL (1) PL2904153T3 (fr)
SI (1) SI2904153T1 (fr)
WO (1) WO2014028956A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT524699A1 (de) * 2021-01-26 2022-08-15 Rebloc Gmbh Leitwandelement
CA3184560A1 (fr) 2022-05-19 2023-11-19 Vandorf Bt1, Inc. Cadre de transition de barriere

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202006017431U1 (de) * 2006-11-14 2007-02-22 Sps Schutzplanken Gmbh Übergangskonstruktion mit Betonelementen
DE102007016193A1 (de) * 2007-02-16 2008-08-21 Hermann Spengler Gmbh & Co. Kg Fahrbahnbegrenzungseinrichtung
DE102007042392A1 (de) * 2007-09-04 2009-03-05 Innotraffic.Net Gmbh Leiteinrichtung an Verkehrswegen mit zwei Rückhaltesystemen unterschiedlicher Steifigkeit und einer Übergangskonstruktion zwischen diesen
DE102007043139B4 (de) * 2007-09-11 2011-04-28 Hermann Spengler Gmbh & Co. Kg Fahrzeugrückhaltesystem zum Absichern von Verkehrswegen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
AT512924B1 (de) 2013-12-15
EP2904153A1 (fr) 2015-08-12
WO2014028956A1 (fr) 2014-02-27
PL2904153T3 (pl) 2019-04-30
SI2904153T1 (sl) 2018-12-31
AT512924A4 (de) 2013-12-15

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