EP0641892B1 - Crash barrier section made of steel - Google Patents

Abstract

The crash barrier has guide sleepers (3), with U-shaped rails (10), open at the top, for reinforcement. The rails extend from areas below the slightly inclined approach bars (5) to approx. half the height (H) of the guide sleepers. The end faces of the vertical rail flanks are fitted to the inner shape of the bars, to the flat side faces (7) of the sleepers, and to transitional sections, and are welded to these. The base of each rail has a long bore. An anchor passes through the bore, and the rail may be pivoted relative to it. The guide bars (4) are formed as trapezoidal hoods, open at the bottom.

Description

The invention relates to a steel guardrail for a median strip separating two traffic routes according to the features known, for example, from DE-A-3 827 030 in the preamble of patent claim 1.

In the case of steel guardrail lines made up of guide rails and guide rails that are arranged in shuffles and are arranged on median strips separating two traffic routes, it has been shown in the evaluation of the accident statistics that significantly more accidents can be recorded in the periods in which construction site vehicles and assembly workers repair the guardrail lines in the Stop area of the median strip, as by collision with the crash barrier itself. As a rule, it is necessary that the length sections of the guardrail lines to be repaired are secured against the traffic flowing in the immediate vicinity Need to become. This narrows the traffic routes and slows down the traffic.

Although, due to their resilience behavior, guardrail strands made of steel are much more suitable for protecting traffic routes than guardrail strands made of concrete, however, at least in the area of the median strips, the process has started to be made of concrete, which is to be arranged here. Guardrail lines made of concrete survive the vast majority of rear-end collisions without relevant damage. You therefore do not need to be replaced. It is therefore rarely necessary to restrict traffic routes and to jeopardize assembly workers due to the still flowing traffic in the area of the mostly narrow local construction sites.

The invention is based on the steel guardrail strand described in the preamble of claim 1 the task of improving it so that it can be equated with the stability behavior of a concrete guardrail strand without losing its advantages of its stability behavior in rear-end collisions.

This object is achieved according to the invention in the features listed in the characterizing part of claim 1.

By integrating U-shaped runners with a vertical cross-section into the lower height areas of the guide rails in conjunction with the guide rails that cover the guide rails in a hood-like manner with large overlap areas, as well as the anchorages on the bottom side that enable targeted, limited local displacement of the guardrail strand, a steel guardrail strand becomes median strip separating two traffic routes is provided, which in a collision is almost equivalent in its stability behavior to the stability behavior of a concrete guardrail line, but in comparison to this has such a compliance behavior that the motorists and motorcyclists are much better protected while reducing damage is guaranteed on a motor vehicle. A repair of the guardrail line is only necessary in the case of particularly serious rear-end collisions, which are usually caused by trucks, and indeed in such rear-end collisions where a repair is inevitable even with a concrete guardrail line. The consequence of this is a reduction in the number of construction sites between two traffic routes, the resulting reduced risk of accidents and, in particular, the avoidance of the danger to assembly 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 guide sleepers, the guide rails and the runners can be manufactured in one piece only by folding and bending. The guide thresholds and the guide rails are coupled by means of screw connections. No relevant effort is required for this either. The anchorage in the ground can largely be designed as desired. It is only necessary to ensure that at least one runner of each guardrail is connected to an anchorage such that the stiff guardrail strand, which is inherently stiff, can only give way locally in a limited manner in the case of motor vehicles impacting with greater force or in the case of comparatively large masses, and thus the characteristics of a guardrail strand Concrete easily comes close.

The rigidity of the guardrail strand is further increased in accordance with the features of claim 2, that the joints of the guide sleeper sections and the guide rail sections do not lie in the same transverse plane, but are offset from one another by half the length of a guide tie or guide rail.

So that screw connections with screw bolts that have flat lenticular heads and thus only protrude slightly from the outside of the side surfaces of the guide sleepers and guide rails can be used for the connection of the guide sleepers and guide rails to one another and to one another, whereas the threaded sections with the nuts inside the guide sleepers and guide rails are arranged, the features of claim 3 can preferably be used. These mounting holes have no negative influence when vehicles slide along the side surfaces, but allow the assembly forces to easily get inside the guide sleepers and guide rails in order to be able to handle the nuts of the screw connections there.

A sufficient height of a guardrail strand with sufficient rigidity is achieved with the features of claim 4.

The features of claim 5 are also to be evaluated with advantage in this context. They ensure large areas of coverage of the side surfaces of the guide rails and the guide thresholds.

The coupling tabs according to claim 6 help to ensure uninterrupted transitions in the area of the joints of the guide thresholds and guide rails. The coupling tabs can be releasably attached to both adjacent guide sleepers and guide rails, in particular by screw connections. It is also conceivable that the coupling tabs on one of the neighboring ones Guide sleepers or guide rails are welded on and are releasably connected only to the other guide rail or guide rail.

The opening characterized in claim 7 serves the passage of water and thus avoids water retention to the side of the guardrail line.

The frictional resistance of the runners assigned to the guide sleepers against displacement on the ground is increased by the features of claim 8. In this context, the bottoms of the runners can be perforated. Furthermore, a friction-increasing coating on the undersides of the floors is conceivable.

The manufacture of the runners from perforated sheets (claim 9) leads to a saving in material and weight, without, however, impairing the desired torsional rigidity of the guardrail strand.

An advantageous embodiment of an anchoring at the bottom is seen in the features of patent claim 10.

A core hole corresponding to the outer diameter of the pipe is then made in the area of a runner with an elongated hole in the vertical central longitudinal plane of the guardrail strand, and the pipe is inserted into this core hole. The tube has an annular tube cover at the upper end, which is welded to the tube. A pipe socket with a socket flange welded to it is then inserted through the elongated hole. The outside diameter of the pipe socket corresponds to the width of the elongated hole with the necessary insertion clearance. Due to the elongated hole, the guardrail strand can dodge transversely in the area of the elongated hole. Because the pipe socket However, is largely adapted to the width of the elongated hole, a transverse displacement of the guardrail strand is only possible when the material is stretched when large displacement forces occur. In any case, due to the elongated hole, the guardrail strand can initially dodge until the pipe socket strikes the end of the elongated hole. If the impact energy is consumed in this situation, there is no further transverse displacement.

In the event of a greater impact force or a greater impact mass and after further impact energy, the predetermined breaking point on the pipe socket is claimed. This predetermined breaking point bursts, so that the guardrail strand can then move a little more transversely while increasing the tension in the longitudinal direction. The predetermined breaking point can be formed by notches.

The length of the pipe 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. The resistance to lateral shifting of the guardrail strand can be specifically determined by appropriately bracing the clamping plates with the bottom of the runner and with the end round disk of the tube.

According to the features of claim 13, a predetermined breaking point can also be provided on the screw bolt of the screw connection in the context of this embodiment.

The steel cable characterized in claim 14 can be used alone, but also in conjunction with the anchorages of claims 10 and 11 on the one hand and 12 and 13 on the other. This is preferred Steel cable connected to swivel hooks, which are rotatably arranged on the one hand on the anchorage and on the other hand on the runner. The length of the steel cable determines the maximum displacement of the guardrail strand transverse to its longitudinal direction.

If the steel cable with the embodiments of claims 10 and 11 on the one hand or 12 and 13 on the other hand is used, a stepped safety device is created to a certain extent. Initially, the length of the elongated hole can be shifted. If this displacement option is exhausted, the predetermined breaking points on the pipe socket or on the bolt become effective. After that, the guardrail string can only be moved up to the length of the steel cable.

Figur 1

in der Perspektive einen Abschnitt eines Leitplankenstrangs;

Figur 2

einen Abschnitt eines Leitplankenstrangs in der Seitenansicht während der Montage;

Figur 3

eine Draufsicht auf einen Abschnitt eines Leitplankenstrangs;

Figur 4

eine Ansicht von unten auf eine Leitschwelle eines Leitplankenstrangs gemäß dem Pfeil IV der Figur 2;

Figur 5

in der Perspektive eine Kufe für eine Leitschwelle;

Figur 6

einen vertikalen Querschnitt durch die Darstellung der Figur 2 entlang der Linie VI-VI gemäß einer ersten Ausführungsform;

Figur 7

einen vertikalen Querschnitt durch die Darstellung der Figur 2 entlang der Linie VI-VI gemäß einer zweiten Ausführungsform und

Figur 8

einen vertikalen Querschnitt durch die Darstellung der Figur 2 entlang der Linie VI-VI gemäß einer dritten Ausführungsform.

The invention is explained in more detail below on the basis of exemplary embodiments illustrated in the drawings. Show it:

Figure 1

in perspective a section of a guardrail string;

Figure 2

a section of a guardrail strand in side view during assembly;

Figure 3

a plan view of a portion of a guardrail string;

Figure 4

a bottom view of a guardrail of a guardrail line according to arrow IV of Figure 2;

Figure 5

in perspective a skid for a threshold;

Figure 6

a vertical cross section through the representation of Figure 2 along the line VI-VI according to a first embodiment;

Figure 7

a vertical cross section through the representation of Figure 2 along the line VI-VI according to a second embodiment and

Figure 8

a vertical cross section through the representation of Figure 2 along the line VI-VI according to a third embodiment.

1 in FIGS. 1 to 3 denotes a longitudinal section of a steel guardrail line 2, which is preferably arranged on a median strip separating two traffic routes for motor vehicles. The guardrail strand 2 comprises coaxially arranged and in part detachably assembled bottom guide rails 3 and above the guide rails 3 and connected to them, also coaxially connected to one another guide 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 vertical is 10 °. At the end, the drive-on legs 5 are bent towards the floor 9 at an angle of 45 °.

The guide sleepers 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 drive-on legs 5 to approximately half the height H of the guide sleepers 3. The end faces 12 of the runners 10 are welded to the side surfaces 7, the transition sections 6 and the drive-on legs 5.

In the bottom 14 of a runner 10 of each guide sleeper 3 there is an elongated hole 13 rounded 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.

Two bores 15 are provided at each end of the drive-on leg 5 (FIG. 4). Coupling tabs 16 for connecting two successive guide sleepers 3 are fastened on the underside of the drive-on leg 5 via these bores 15 and screw connections (not shown) with screw bolts, nuts and washers. The coupling tabs 16 are also provided with corresponding bores 17.

Approximately in the middle height range of the side faces 7, four bores 18 are provided in the middle length section and in the end sections, which serve for the detachable connection of the guide sleepers 3 to the guide rails 4. In addition to the holes 18 in an end portion of the Guide threshold 3 is an horizontally extending oval mounting hole 19 for handling the screw connections 20.

Finally, FIGS. 1 to 3 also show that in the central longitudinal section, the guide sleeper 3 in the area of the skid 10 arranged there is provided with openings 21 located at the level of the transition sections 6. These openings allow water to pass through.

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

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. Via these bores 18, 24 and the screw connections 20 consisting of bolts, nuts and washers, which can be seen in FIGS 4 are screwed together offset by about half their length (FIGS. 1 to 3).

For this purpose, oval mounting holes 25 extending horizontally are provided in the middle longitudinal section of the side faces 22 of the guide bars 4 in addition to the bores 24. In the assembled state of a guardrail line 2, the mounting holes 19 in the guide sleepers 3 and the mounting holes 25 in the guide bars 4 are exactly one above the other (Figures 1 and 2).

Two bores 26 are provided at the ends of the webs 23 of the guide bars 4 (FIGS. 1 to 3). Two successive guide rails 4 can be connected to coupling brackets 28 via these bores 26 and screw connections 27 made of screw bolts, nuts and washers which can be seen in FIG. For this purpose 28 holes 29 are provided in the coupling tabs.

Above the holes 24 arranged in the end faces of the guide rails 4 in the side surfaces 22, recesses 32 are provided which extend from the end faces 30 of the guide rails 4 and which complement two mounting rails 31 (FIG. 1) to form mounting holes 31.

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 is approximately 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 in FIG. 6, a tube 36 is fitted into a core bore 35 in the base 9. At the upper end, the tube 36 is provided with an annular tube cover 37. 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 guide threshold 3 is arranged above the tube 36 so that the runner 10 with the slot 13 above the tube 36 comes to rest (Figures 2, 3 and 6). Then a pipe socket 38 with a welded socket flange 39 is inserted from the inside of the guide sleeper 3 through the elongated hole 13 and the bore 40 in the pipe cover 37 into the pipe 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, a light metal alloy or steel.

If a motor vehicle strikes the guardrail string 2 according to FIG. 6 with a force that tends to shift the guardrail string 2 out of its coaxial orientation in an arc, the guardrail 3 above the tube 36 can shift laterally depending on the impact force until the pipe socket 38 comes to rest at the end of the elongated hole 13. In this situation, the impact energy is then either consumed or the pipe socket 38 shears off when the impact energy is still present, so that the guardrail string 2 can then shift somewhat more arcuately.

The bottom-side anchoring of the guardrail strand 2 according to the embodiment in FIG. 7 again provides for a tube 36 embedded in a core hole 35 in the bottom 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 plate 42 extends in a plane below the upper side 33 of the base 9. Clamping plates 43 are arranged above and below the base 14 of the runner 10 provided with the elongated hole 13. The clamping plates 43 are connected to the end blank 42 by a screw connection 44 in such a way that 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 on the bottom for a guardrail strand 2 in FIG. An annular tube cover 37 is welded to the top end of the tube 36, as 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 rotatably fixed on a cross bolt 47. The swivel hook 48 extends through the slot 13 in the runner 10. In addition, it can be seen that a cross bolt 50 is arranged in the runner 10 above the slot 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.

List of reference symbols

1 -

Longitudinal section v. 2nd

2 -

Guardrail line

3 -

Guiding thresholds

4 -

Guide rails

5 -

Drive-on leg v. 3rd

6 -

Transition sections

7 -

Side surfaces v. 3rd

8th -

Steg v. 3rd

9 -

ground

10 -

Runners

11 -

End faces v. 3rd

12 -

End faces v. 10th

13 -

Elongated hole 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 surfaces v. 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 v. 4th

31 -

Mounting holes

32 -

Cutouts in 22nd

33 -

Top v. 9

34 -

Longitudinal edges from 22

35 -

Core drilling

36 -

pipe

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 v. 44

46 -

Predetermined breaking point

47 -

Cross bolt

48 -

Swivel hook

49 -

Closure member

50 -

Cross bolt

51 -

Steel cable

α -

Inclination angle v. 7

A -

Distance 23 v. 33

B -

Width of 3rd

H -

Height of 3rd

Claims (14)

1. A crash barrier for a central strip separating two carriageways and made up of a number of internally reinforced check sills (3) of trapezoidal cross-section, releasably placed end to end, with lateral buffer arms (5) and connecting plates (16) at the ends, and longitudinal check members (4) disposed above the check sills (3) and connected thereto and likewise joined end to end and having connecting plates (28) at the ends, characterised by the following features:

   - the check sills (3) are reinforced by U-section upwardly open pads (10) which extend from zones below the slightly inclined buffer arms (5) to half way up the check sills (3),

   - the end faces (12) of the vertical sides of the pads are adapted positively to the inner contour of the buffer arms (5) and to the side surfaces (7) of the check sills (3), which are flat and adjoin the buffer arms (5) via a curved transition portion (6), the end faces (12) being welded to the buffer arms (5), the transition portions (6) and the side surfaces (7),

   - the bottom (14) of at least one pad (10) of each check sill (3) is formed with a slot (13), and the pad (10) is movable to a limited extent relatively to a ground anchorage (36) and transversely to the longitudinal direction of the check sill (3),

   - the longitudinal check members (4) are in the form of downwardly open trapezoidal hoods, inverted positively over the check sills (3) and releasably coupled thereto by screw connections (20), and

   - the angle (α) of inclination of the flat side surfaces (7, 22) of the check sills (3) and of the longitudinal check members (4) to the vertical is about 10°.
2. A crash barrier according to claim 1, characterised in that the check sills (3) and check members (4), which are equal in length, are interconnected with an offset of half their length.
3. A crash barrier according to claim 1 or 2, characterised in that oval assembly holes (19, 25) are provided adjacent screw connections (24) in the central longitudinal zone of the longitudinal check members (4) and screw connections (18) at one end of the check sills (3), and recesses (32) above screw connections (24) at the ends of the longitudinal check members (4) extend from the end faces (30) of the check members (4) and combine to form assembly holes (31) when a pair of check members (4) are fitted together.
4. A crash barrier according to any of claims 1 to 3, characterised in that the distance (A) of the horizontal webs (23) of the check members (4) from the surface (33) of the ground (9) is about twice the distance (H) of the webs (8) of the check sills (3) from the surface (33) of the ground (9).
5. A crash barrier according to any of claims 1 to 4, characterised in that the lower longitudinal edges (34) of the side surfaces (22) of the longitudinal check members (4) extend a short distance above the curved transition portions (6) of the check sills (3).
6. A crash barrier according to any of claims 1 to 5, characterised in that two successive check members (4) can be coupled by connecting plates (28) secured to the undersides of their webs (23) and two successive check sills (3) can be coupled by connecting plates (16) secured to the undersides of the buffer arms (5).
7. A crash barrier according to any of claims 1 to 6, characterised in that the check sills (3), approximately in their central longitudinal zones, are formed with at least one opening (21) at the level of a transition portion (6).
8. A crash barrier according to any of claims 1 to 7, characterised in that the bases (14) of the pads (10) are formed so as to increase friction or are provided underneath with a friction-increasing coating.
9. A crash barrier according to any of claims 1 to 8, characterised in that the pads (10) are made of perforated metal sheets.
10. A crash barrier according to any of claims 1 to 9, characterised in that the ground anchorage comprises a tube (36) vertically sunk into the ground (9) and firmly secured to an annular cover (37) and comprising a stub (38) with a flange (39) for insertion into the tube (36) through the cover (37) and a slot (13) in a pad (10).
11. A crash barrier according to claim 10, characterised in that the stub (38) has a predetermined breaking zone (41).
12. A crash barrier according to any of claims 1 to 9, characterised in that the ground anchorage comprises a tube (36) sunk into the ground (9) and firmly closed by a disc (42) at its top, and two clamping plates (43), one above and one below the ground (14) and abutting a pad (10) having a slot (13) and adapted to be clamped to the disc (42) by a screw connection (44).
13. A crash barrier according to claim 12, characterised in that the screw connection (44) comprises a screw-threaded bolt (45) provided with a predetermined breaking zone (46).
14. A crash barrier according to any of claims 1 to 13, characterised in that the ground anchorage (36) is connected, preferably releasably, to a pad (10) of each check sill (3) by a steel cable (51) of limited length.

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