DE4329547C1 - Steel crash-barrier train - Google Patents

Abstract

The crash-barrier train (2) is formed from a plurality of guard sills (3) which are detachably set against one another in a continuous line, are trapezoidal in cross-section, are internally stiffened and have lateral collision sides (5) and end-face coupling straps (16), and also from guard beams (4) which are arranged above the guard sills (3), are detachably connected to them, are set against one another in a continuous line and have end-face coupling straps (28). Stiffening is effected by runners (10) of U-shaped cross-section. One runner (10) is provided with an elongated hole. This is arranged above a tube (36) embedded in the ground (9). By means of a connection (38) between the runner (10) and the tube (36), a transverse guidance of the guard sill (3) with respect to the tube (36) can be determined and via the length of the elongated hole, the maximum transverse displacement can be determined. The guard beams (4) consist of trapezoidal hoods which are open at the bottom. <IMAGE>

Description

The invention relates to a steel guardrail line for a median strip separating two traffic routes according to the features in the preamble of claim 1.

In such, e.g. B. from DE-OS 38 27 030 known steel guardrail strands together in shots set guiding thresholds and guiding bars, which are based on two Median strips separating traffic routes are arranged, has been shown in the evaluation of the accident statistics that significantly more accidents occurred in those periods are recorded in which construction site vehicles and Assembly workers to repair the guardrail lines in the area stop the median as if by rear-end collision on the guardrail lines themselves. Usually it is namely necessary that the lengths to be repaired the guardrail strands compared to that in immediate Neighboring traffic flows secured  Need to become. This narrows the traffic routes and the traffic slows down.

Although due to their compliance behavior, guardrail strands made of steel to secure traffic routes are much more suitable than guard rails made of concrete, one is nevertheless - at least in the area of the median - moved on to arrange those here To form guardrail lines from concrete. Guardrail lines the vast majority survive in concrete of rear-end collisions without relevant damage. they therefore do not need to be replaced. Hence it is rarely necessary to narrow traffic routes and assembly forces due to the still flowing traffic in the area of mostly narrow local construction sites endanger.

The invention is based on that in the preamble of Steel guardrail strand described the task of improving it so that he without losing his virtues regarding his behavior stability behavior in rear-end collisions similar to that of a concrete guard rail.

According to the invention, this object is achieved in those listed in the characterizing part of patent claim 1 Characteristics.

By integrating U- in vertical cross section shaped runners in the lower height areas of the guide thresholds in connection with the guiding thresholds like a hood with large guide rails spanning overlapping areas as well as because of a targeted limited local Enabling cross-shifting of the guardrail line Anchoring on the ground side becomes a steel master plan  central strand for median strips separating two traffic routes provided that in a rear-end collision in his Stability behavior with the stability behavior of a Guardrail line made of concrete is almost equivalent, however, in comparison to this, such a consequence behavior shows that a much better Protection of car and motorcycle drivers while reducing the Damage to a motor vehicle is guaranteed. Also is a repair of the guardrail line only at special heavy, mostly caused by trucks Rear-end collisions are required, and in such cases driving accidents, where also with a guard rail from Be repair is inevitable. The consequence of this is a reduction in construction sites between two ver roads, the resulting reduced risk of accidents as well as in particular the avoidance of the danger to Mon daily workers in the area of such construction sites.

The production of the guardrail strand according to the invention is simple and can be carried out without any special effort. Both the thresholds, the pillars and the Ku fen can be made in one piece only by folding and bending term. The coupling of the guiding thresholds and the guiding bars done by screw connections. There is no such thing either relevant effort required. Anchoring in the ground can largely be designed arbitrarily. It is just ensure that at least one runner is on each guide threshold is so connected with anchoring that only in the case of motor vehicles hitting with greater force or in vehicles with a comparatively large mass of Rigid guardrail strand per se locally limited can yield and thus the characteristics of a leader plank strand made of concrete easily comes close.

The rigidity of the guardrail line is determined according to the Features of claim 2 further increased  that the joints of the threshold barrage and the Leitholm shots are not in the same transverse plane, son by half the length of a guardrail or one Leitholms are arranged offset to each other.

So for the connection of the guide thresholds and guide rails each with each other and with each other screw connection can be used with such bolts, which have flat lenticular heads and thus of the Outside of the side surfaces of the guide thresholds and guide spars protrude only insignificantly, whereas the threads sections with the nuts inside the guide sleepers and guide rails are arranged, the characteristics of the Claim 3 preferably used. This Mounting holes have no negative impact if Vehicles slide along the side surfaces allow it but the assembly workers, easily inside the Guide thresholds and guide rails to get there courage to be able to handle the screw connections.

A sufficient height of a guardrail line with enough Gender stiffness comes with the characteristics of the patent claim 4 achieved.

The features of claim 5 are in this Assess relationship with advantage. You ensure large areas of coverage of the side surfaces of the Leit spars and the thresholds.

The coupling plates according to claim 6 contribute help in the area of the joints of the guiding thresholds and guide bars to ensure smooth transitions. The coupling tabs can be adjacent to each other on both th guide thresholds and guide rails releasable, in particular by screw connections. Is conceivable but it is also that the coupling tabs on one of the be  neighboring thresholds or guide rails welded and only with the other control threshold or the other control spar are releasably connected.

The opening characterized in claim 7 serves the Water penetration and thus avoids water build-up to the side of the guardrail line.

The frictional resistance associated with the thresholds Skids against a shift to the ground increased by the features of claim 8. In the In this context, the bottoms of the runners can be perforated. Furthermore, a friction-increasing coating is the Bottom of the floors conceivable.

The manufacture of the runners from perforated sheets (claim 9) leads to material and weight savings without however the desired torsional rigidity of the guide affect plank strand.

An advantageous embodiment of a bottom-side Anchoring is in the features of claim 10 seen.

Then in the area of a runner with an elongated hole in the vertical central longitudinal plane of the guardrail line a core hole corresponding to the outside diameter of the Tube manufactured and the tube in this core hole set. The tube has an annulus at the top shaped tube cover that is welded to the tube. A Pipe socket with a socket welded to it The flange is then inserted through the slot. The outside The diameter of the pipe socket corresponds to that necessary mating game the width of the elongated hole. Because of of the slot can the guardrail strand in the area of Dodge the oblong holes. Because the pipe socket  however largely adapted to the width of the elongated hole is a transverse displacement of the guardrail line possible under material stretching when large displacement forces occur. In any case, due to the Dodge the guardrail strand long enough to until the pipe socket hits the end of the elongated hole. If the impact energy is consumed in this situation, there is no further transverse shift.

With a greater impact force or a larger impact mass as well as after existing impact energy Predetermined breaking point on the pipe socket according to claim 11 claimed. This predetermined breaking point bursts, so that subsequently the guardrail line while increasing the tension dodge a little more sideways in the longitudinal direction can. The predetermined breaking point can be formed by notches his.

The length of the tube can be a multiple of the length of the Pipe socket.

Another useful embodiment of an anchor is characterized in the features of claim 12. By appropriate clamping of the clamping plates with the bottom of the runner and with the final round the tube can resist lateral displacement of the guardrail strand can be specifically determined.

Within the scope of this embodiment, too the features of claim 13 a predetermined breaking point be provided on the bolt of the screw connection.

The steel cable characterized in claim 14 can alone, but also in connection with the anchorages of claims 10 and 11 on the one hand and 12 and 13 respectively on the other hand. This is preferred  Steel rope connected with swivel hooks, which on the one hand the anchor and on the other hand rotatable on the runner are ordered. It is determined by the length of the steel cable the maximum displacement of the guardrail line across determined in its longitudinal direction.

If the steel cable with the embodiments of Pa Claims 10 and 11 on the one hand and 12 and 13 others application, so to speak, a tiered security device created. First of all a shift within the length of the slot takes place If this relocation option is exhausted, the predetermined breaking points on the pipe socket or on the bolt effective. After that, another shift of the lead plank strand only up to the length of the steel cable consequences.

The invention is based on in the drawings gene illustrated embodiments explained in more detail.

Show it:

FIG. 1 shows in perspective a portion of a guardrail strand;

Figure 2 shows a portion of a guardrail strand in side view during mounting.

Fig. 3 is a plan view of a portion of a guardrail strand;

Figure 4 is a bottom view of a guide barrier strand of a guardrail according to the arrow IV of FIG. 2.

Fig. 5 in perspective a skid for a guide threshold;

Fig. 6 is a vertical cross section through the Dar position of Figure 2 along the line VI-VI according to a first embodiment;

Fig. 7 is a vertical cross section through the Dar position of FIG. 2 along the line VI-VI according to a second embodiment and

Fig. 8 is a vertical cross section through the Dar position of FIG. 2 along the line VI-VI according to a third embodiment.

1 1 is a longitudinal section ei nes steel guardrail strand 2 is shown in Fig. 3 referred to, the vorzugt be on a two transport routes for automotive vehicles separating agent strip is placed. The master plan kenstrang 2 includes coaxially arranged one after the other and detachable detachably assembled bottom-side guide sleepers 3 and above the guide sleepers 3 angeord nete and connected to them, also coaxial shot wise side rails 4 . The number of guide rails 3 and guide rails 4 corresponds to the length of the median strip to be secured.

As can be seen when viewing FIGS . 1 to 8 together, the guide sleepers 3 have a trapezoidal cross-section with lateral drive-on legs 5 . The drive-on legs 5 are slightly inclined with respect to the horizontal and are connected to flat side surfaces 7 of the guide sleepers by transition sections 6 which are concavely curved towards the traffic routes. The side surfaces 7 are connected to one another at the upper end by a continuous horizontal web 8 . The width B of a guide threshold 3 corresponds essentially to the height H. The angle of inclination α of the side faces 7 with respect to the verticals is 10 °. At the end, the drive-on legs 5 are bent towards the floor 9 at an angle of 45 °.

The guide rails 3 are bent in one piece from a sheet metal strip and bent.

Furthermore, it can be seen from the drawings that the guide sleepers 3 are stiffened by runners 10 which are U-shaped in cross section and open at the top. A total of three runners 10 are provided for each threshold 3 at a distance from one another and from the end faces 11 of the threshold 3 . The runners 10 extend from areas below the driving leg 5 to about half the height H of the guide thresholds 3 . The end faces 12 of the runners 10 are concealed with the side surfaces 7 , the transition sections 6 and the driving legs 5 .

In the bottom 14 of a runner 10 of each guide sleeper 3 , an elongated hole 13 is provided at the end (FIGS . 4 to 8). The length of the elongated hole 13 corresponds to approximately 75% of the width B of a guide threshold 3 .

At the end of the loading leg 5 , two holes 15 are provided ( FIG. 4). About these holes 15 and screw connections, not shown, with bolts, nuts and washers on the underside of the drive leg 5 coupling tabs 16 for connecting two successive guide rails 3 are attached. The coupling tabs 16 are also provided with corresponding bores 17 .

Approximately in the middle height range of the side surfaces 7 in the middle length section and in the end sections, four bores 18 are provided, the NEN the releasable connection of the guide rails 3 with the guide rails 4 . In addition to the bores 18 in an end portion of the guide rail 3 , a horizontal he extending oval mounting hole 19 is provided for handling the screw connections 20 .

Finally, FIGS. 1 to 3 can be seen that the threshold 3 in the middle longitudinal section in the area of the skid 10 located there is provided with openings 21 at the level of the transition sections 6 . These openings allow water to pass through.

Figs. 1 to 3 and 6 to 8 demonstrate that the guide rails 4 are formed as to open to the bottom trapezoidal hoods. They have flat side surfaces 22 which are connected to one another at the upper ends by a web 23 . The guide rails 4 are a piece bent and bent from a sheet metal strip. The inclination of the side surfaces 22 with respect to the vertical corresponds in adaptation to the inclination α of the side surfaces 7 of the Leitschwel len 3 10 °.

In the lower height region of the side surfaces 22 , 4 holes 24 are provided in the middle longitudinal section and in the end sections of the guide rails, corresponding to the holes 18 in the side surfaces 7 of the guide sleepers 3 . Through these holes 18, 24 and of FIGS. 6 to 8 recognizable screw 20 of screw bolts, nuts and washers, the guide rails 4 and the routing will swell 3 so to a crash barrier 2 connected to each other in that the approximately same length as the guide barriers 3 trained guide rails 4 ver about half their length are screwed together ( Fig. 1 to 3).

For this purpose, the side surfaces are provided to the guide rails 22 4 in addition to the holes 24 in the horizontal extending oval mounting holes 25 in the central longitudinal portion. In the assembled state of a Leit planks strand 2 , the mounting holes 19 in the Leit sleepers 3 and the mounting holes 25 in the guide rails 4 exactly one above the other ( Fig. 1 and 2).

At the end of the webs 23 of the guide rails 4 , two holes 26 are provided (FIGS . 1 to 3). Via these bores 26 and screw connections 27 made of screw bolts, nuts and washers which can be seen from FIG. 2, two successive guide rails 4 can be connected with coupling lugs 28 . For this purpose 28 holes 29 are provided in the coupling tabs.

Above the ends of the guide rails 4 in the Seitenflä surfaces 22 arranged holes 24 are from the Stirnsei th 30 of the guide rails 4 outgoing, with two mutually attached guide rails 4 ( FIG. 1) to mounting holes 31 complementary recesses 32 are provided.

After the connection of the guide rails 4 to the guide rails 3 , the distance A of the horizontal webs 23 of the guide rails 4 from the upper side 33 of the base 9 corresponds approximately to twice the height H of the guide rails 3 ( FIG. 6). The lower longitudinal edges 34 of the side surfaces 22 of the guide rails 4 run just above the curved transition sections 6 of the guide sleepers 3 (FIGS . 1, 2 and 6 to 8).

For anchoring the guardrail strand 2 , according to the embodiment of FIG. 6, a tube 36 is fitted into a core bore 35 in the base 9 . At the upper end, the tube 36 is hen with an annular tube cover 37 verses. The tube cover 37 is welded to the tube 36 . It runs approximately in the plane of the top 33 of the bottom 9 .

A threshold 3 is arranged above the tube 36 that the runner 10 comes to lie with the slot 13 above the tube 36 ( Fig. 2, 3 and 6). Then a pipe socket 38 with welded socket flange 39 leads from the inside of the threshold 3 through the elongated hole 13 and the bore 40 in the tube cover 37 into the tube 36 . The diameter of the pipe socket 38 corresponds approximately to the width of the elongated hole 13 in the runner 10 .

The pipe socket 38 is provided with a predetermined breaking point 41 approximately in the plane of the pipe cover 37 . The predetermined breaking point 41 can be formed by notches. The pipe socket 38 can be made of plastic, from a light alloy or from steel.

Impacts a motor vehicle on the guardrail strand 2 according to FIG. 6 with a force that tends to move the guardrail strand 2 out of its coaxial alignment in a bow shape, so the guardrail 3 above half of the tube 36 can be balanced depending on the impact move crosswise until the pipe socket 38 comes to rest at the end of the elongated hole 13 . In this situation, the impact energy is either consumed ver or it shears off the pipe socket 38 if the impact energy is still present, so that the crash barrier strand 2 can then shift somewhat more arcuately.

The ground-side anchoring of the guardrail strand 2 according to the embodiment in FIG. 7 initially provides a tube 36 which is inserted into a core bore 35 of the base 9 . The upper end face of the tube 36 is now closed with a closing blank 42 which is welded to the tube 36 . The final round 42 he stretches in a plane below the top 33 of the bottom 9th Clamping plates 43 are arranged above and below the bottom 14 of the runner 10 provided with the slot 13 . The clamping plates 43 are connected to the final disc 42 by a screw connection 44 so that the degree of frictional resistance is adjustable. The screw bolt 45 of the screw connection 44 is provided with a predetermined breaking point 46 .

According to the embodiment of an anchoring at the bottom for a guardrail strand 2 of FIG. 8, a tube 36 is also inserted into a core bore 35 of the bottom 9 . At the pot end of the tube 36 , an annular tube cover 37 is welded in accordance with the position shown in FIG. 6. It extends approximately in the plane of the top 33 of the bottom 9 .

In the opening 40 of the tube cover 37 , a swivel hook 48 with a locking member 49 is rotated bar on a cross bolt 47 . The swivel hook 48 extends through the slot 13 in the runner 10 . It can also be seen that a transverse bolt 50 is arranged in the runner 10 above the elongated hole 13 , on which a further swivel hook 48 with a locking member 49 is arranged. The two swivel hooks 48 are connected to one another by a steel cable 51 of a certain length.

When the guardrail line 2 is displaced in the event of a rear-end collision, the length of the steel cable 51 determines the maximum displacement path. The steel cable 51 can also be used in combination with the embodiments of FIGS. 6 and 7.

Reference list

1 - length section from 2nd
2 - Guardrail line
3 - Guiding thresholds
4 - guide rails
5 - loading leg from 3rd
6 - transition sections
7 - side faces of 3rd
8 - Bridge from 3rd
9 - floor
10 - skids
11 - end faces from 3rd
12 - end faces from 10th
13 - slot in 10
14 - floor v. 10th
15 holes in 5
16 - coupling tabs
17 holes in 16
18 holes in 7
19 - mounting hole
20 - screw connections
21 - openings in 6
22 - side faces of 4th
23 - Steg v. 4th
24 holes in 22
25 - mounting holes in 22
26 holes in 23
27 - screw connections
28 - coupling tabs
29 - holes in 28
30 - end faces from 4th
31 - mounting holes
32 - recesses in 22
33 - top of v. 9
34 - Longitudinal edges from 22
35 - core drilling
36 - tube
37 - Pipe cover
38 - pipe socket
39 - nozzle flange
40 - hole in 37
41 - predetermined breaking point
42 - final round
43 - clamping plates
44 - screw connection
45 - bolt from v. 44
46 - predetermined breaking point
47 - cross bolt
48 - swivel hook
49 - locking member
50 - cross bolt
51 - steel cable
α - angle of inclination v. 7
A - distance 23 v. 33
B - width from 3rd
H - height from 3rd

Claims (14)

1. Steel guardrail line for a median strip separating two traffic routes, which consists of a number of releasably attached, cross-sectionally trapezoidal, internally stiffened guiding sleepers ( 3 ) with lateral drive-on legs ( 5 ) and end coupling plates ( 16 ) and from above the guiding sleepers ( 3 ) arranged and connected to the guide sleepers ( 3 ), also in shots on guide rails ( 4 ) with end coupling tabs ( 28 ), characterized by the following features:

• - The guide sleepers ( 3 ) are stiffened by cross-sectionally U-shaped, upwardly open runners ( 10 ) which extend from areas below the slightly inclined drive leg ( 5 ) to approximately half the height (H) of the guide sleepers ( 3 ) ,
• - The end faces ( 12 ) of the vertical runner legs are connected to the inner contour of the drive-on leg ( 5 ) and the join to the drive-on leg ( 5 ) with a curved transition section ( 6 ) the flat side surfaces ( 7 ) of the guide sleepers ( 3 ) and form-fitting welded to the ramps ( 5 ), the transition sections ( 6 ) and the side surfaces ( 7 ),
• - The floor ( 14 ) at least one runner ( 10 ) of each guide threshold ( 3 ) is seen with an elongated hole ( 13 ) ver, the runner ( 10 ) against a through the elongated hole ( 13 ) gripping, bottom-side anchoring transversely to the longitudinal direction of the device Guide threshold ( 3 ) can be moved to a limited extent,
• the guide rails ( 4 ) are designed as hoods which are open at the bottom and have a trapezoidal cross section, are placed over the guide sleepers ( 3 ) in a form-fitting manner and are detachably coupled to these by screw connections ( 20 ),
• - The angle of inclination (α) of the flat side surfaces ( 7 , 22 ) of the guide sleepers ( 3 ) and the guide rails ( 4 ) with respect to the vertical is approximately 10 °.

2. guardrail strand according to claim 1, characterized in that the equally long guide rails ( 3 ) and guide rails ( 4 ) are connected to each other by half their length. 3. guardrail strand according to claim 1 or 2, characterized in that in addition to in the central length of the guide rails ( 4 ) vorgese hen bores ( 24 ) and at one end of the guide rails ( 3 ) arranged bores ( 18 ) oval mounting holes ( 19 , 25 ) and Above the end of the guide rails ( 4 ) provided bores ( 24 ) from the end faces ( 30 ) of the guide rails ( 4 ) outgoing, with two adjacent guide rails ( 4 ) to mounting holes ( 31 ) complementary savings ( 32 ) are provided. 4. guardrail strand according to one of claims 1 to 3, characterized in that the distance (A) of the horizontal webs ( 23 ) of the guide rails ( 4 ) from the top ( 33 ) of the bottom ( 9 ) about twice the distance (H) Web ( 8 ) of the guide thresholds ( 3 ) from the top ( 33 ) of the bottom ( 9 ) corresponds. 5. crash barrier according to one of claims 1 to 4, characterized in that the lower longitudinal edges ( 34 ) of the side surfaces ( 22 ) of the guide rails ( 4 ) just above the curved transition sections ( 6 ) of the guide sleepers ( 3 ). 6. Guardrail train according to one of claims 1 to 5, characterized in that two successive guide rails ( 4 ) by on the undersides of their webs ( 23 ) and two consecutive guide rails ( 3 ) by on the underside th of the drive-on legs ( 5 ) fixed coupling clutch rule ( 28 , 16 ) are coupled. 7. guardrail strand according to one of claims 1 to 6, characterized in that the guide rails ( 3 ) in the approximately middle Längenbe rich with at least one at the level of the section ( 6 ) lying opening ( 21 ) are provided. 8. crash barrier according to one of the claims 1 to 7, characterized in that the bottoms ( 14 ) of the runners ( 10 ) are designed to increase friction or are provided on the underside with a friction-increasing coating. 9. guardrail strand according to one of claims 1 to 8, characterized in that the runners ( 10 ) are formed from perforated sheets. 10. crash barrier according to one of the claims 1 to 9, characterized in that the bottom-side anchoring a vertically embedded in the bottom ( 9 ) tube ( 36 ) with a fixed to this circular tube cover ( 37 ) and a pipe socket ( 38 ) with a Socket flange ( 39 ) summarizes which is inserted through the elongated hole ( 13 ) and the pipe cover ( 37 ) into the pipe ( 36 ) through a slot ( 10 ) of each guide sleeper ( 3 ). 11. guardrail strand according to claim 10, characterized in that the pipe socket ( 38 ) has a predetermined breaking point ( 41 ). 12. guardrail strand according to one of claims 1 to 9, characterized in that the bottom-side anchoring in the bottom ( 9 ) recessed tube ( 36 ) with a firmly assigned head-side end plate ( 42 ) and two clamping plates ( 43 ) top and bottom of the bottom ( 14 ) of the slot ( 13 ) provided with runners ( 10 ) come to rest and can be clamped by a screw connection ( 44 ) to the end plate ( 42 ). 13. Guardrail train according to claim 12, characterized in that the screw connection ( 44 ) has a predetermined breaking point ( 46 ) provided with bolts ( 45 ). 14. crash barrier according to one of the claims 1 to 13, characterized in that the bottom-side anchoring ( 36 ) by a steel cable ( 51 ) of limited length with a runner ( 10 ) of each threshold ( 3 ), in particular releasably, is the verbun.