EP1762660B1 - Dispositif de guidage routier - Google Patents

Dispositif de guidage routier Download PDF

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Publication number
EP1762660B1
EP1762660B1 EP06017110A EP06017110A EP1762660B1 EP 1762660 B1 EP1762660 B1 EP 1762660B1 EP 06017110 A EP06017110 A EP 06017110A EP 06017110 A EP06017110 A EP 06017110A EP 1762660 B1 EP1762660 B1 EP 1762660B1
Authority
EP
European Patent Office
Prior art keywords
train
traffic guidance
anchor
guidance device
barrier
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
EP06017110A
Other languages
German (de)
English (en)
Other versions
EP1762660A1 (fr
Inventor
Andreas Gerhard
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.)
Toge Duebel GmbH and Co KG
Original Assignee
Toge Duebel A Gerhard KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=37517066&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1762660(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Toge Duebel A Gerhard KG filed Critical Toge Duebel A Gerhard KG
Publication of EP1762660A1 publication Critical patent/EP1762660A1/fr
Application granted granted Critical
Publication of EP1762660B1 publication Critical patent/EP1762660B1/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
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts
    • 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
    • E01F15/025—Combinations of at least two of the barrier member types covered by E01F15/04 - E01F15/08, e.g. rolled steel section or plastic strip backed up by cable, safety kerb topped by rail barrier
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a traffic guidance device for attachment to the edge of a roadway for motor vehicles.
  • a traffic guidance device in which a guardrail is reinforced by means of a tensioned wire rope.
  • a disadvantage here is that the wire rope must necessarily be tensioned, in particular to avoid sagging.
  • the wire rope is not secured against slipping relative to the guard rail, resulting in a reduced reinforcement of the restraint capability.
  • the invention has for its object to provide a traffic guidance device, which has a greater retention ability compared to the conventional traffic guidance devices and which can optionally be easily created by retrofitting conventional traffic guidance facilities.
  • the object is solved by the features of claim 1.
  • the essence of the invention is to provide in the guard rail profile connected to this train anchor. Through this, the retention capacity of the guardrail is greatly increased. In addition, the traffic guidance device obtains greater longitudinal stiffness.
  • the train anchors can be easily retrofitted.
  • a traffic guidance device 1 is mounted on the edge of roadways for motor vehicles in order to prevent vehicles coming off the roadway from passing over the edge of the roadway. This is especially important on bridges, especially on motorway bridges.
  • the device 1 extends along a roadway direction 2 and has the same cross section except for connection points 3 substantially along the direction 2.
  • the device 1 may be appropriate as mentioned at the edge of roadways or between lanes for the separation of opposing traffic. In this case crash barriers are on both sides the device 1.
  • the device 1 has arranged at regular intervals, connected to the bottom 4, vertically extending supports 5.
  • the supports 5 may have any profile, in particular a T-profile or a U-profile.
  • the supports 5 each have at their lower end a firmly connected to them bottom plate 6, which is connected via anchors or screws 7 to the bottom 4.
  • the floor 4 may be concrete or asphalt.
  • the anchors or screws are concrete screws or asphalt screws.
  • the supports 5 can also be rammed directly into the ground.
  • guardrail 8 At the supports 5 are, as in Fig. 2 shown, a guardrail 8 and, as in Fig. 1 shown, two crash barriers 8 attached.
  • the number of guardrails 8 attached to the supports 5 is determined by local safety requirements.
  • Guard rails 8 are conventional crash barriers made of sheet steel. In profile, these have a projecting towards the roadway, horizontally extending upper band 9, arranged underneath, also horizontally extending lower band 10 and a lying between both, recessed longitudinal groove 11, which by an upper band adjacent to the upper edge 9 12, an adjoining groove bottom 13 and an adjacent lower edge 14 is formed, wherein the lower edge 14 in turn merges into the lower band 10.
  • Fig. 1 illustrated upper guardrail 8 and the in Fig. 2 illustrated guardrail 8 are bolted directly to the supports 5 in the region of the groove bottom 13.
  • Fig. 1 illustrated upper guardrail 8 is stabilized by an L-shaped support member 15 which bears against the inside of the upper band 9 and is fixed between the groove bottom 13 and the support 5.
  • Fig. 1 illustrated lower guardrail 8 is on a substantially cylindrical, hollow Damper element 16 attached. On the opposite side of the element 16 is screwed by screws 17 to the support 5.
  • a train anchor 18 is attached in each case.
  • the train anchors 18 are standard train anchors, such as those under the brand "DYWIDAG" on the market.
  • the pull anchors 18 have a coarse outer thread 19 and on opposite sides of flats 20 so that the train anchor 18 can be grasped and rotated with tools.
  • the train anchor 18 are screwed via U-shaped mounting bracket 21 which engage around the train anchor 18, with the crash barriers 8 and in particular the groove bottom 13 via nuts 22.
  • U-shaped mounting bracket 21 which engage around the train anchor 18, with the crash barriers 8 and in particular the groove bottom 13 via nuts 22.
  • the mounting bracket 21 engages in the spaces between the external thread 19. This results in a fixation of the train-armature 18 along the roadway direction. 2
  • train-armature 18 are connected to each other by a connecting nut also referred to as a sleeve 24, which surrounds the ends of two adjacent tie-armature 18.
  • the connecting nut 24 has an outer thread 19 matching internal thread 25 into which the adjacent ends of the train anchor 18 are screwed.
  • This connection of adjacent train anchors 18 by a connecting nut 24 is sufficient per se to ensure stability of the traffic guidance device 1.
  • a self-hardening adhesive 27 is injected through the bore 26, the remaining interior space 28, in particular the area between the external thread 19 and the internal thread 25 and fills between the end faces of the adjacent train anchor 18, as shown in FIG Fig. 3 is shown.
  • curable adhesive 27 is for example epoxy resin in question.
  • the connecting nut 24 sits firmly on the train anchors 18 and there is no game between them. This is of great importance for the stability of the traffic guidance device 1. Even a small clearance between the train anchors 18 along the direction 2 leads to a comparatively large instability along a perpendicular thereto transverse direction.
  • the arrangement of the train anchor 18 in the guardrail 8 is also readily possible later. It can thus be easily upgraded existing traffic management facilities and much higher retention capabilities can be achieved.
  • the retrofit is associated with only a small cost.
  • the arrangement of the train anchor within the recess in the guardrail ensures that no damage to the train anchor takes place even in the event of an impact.
  • the connection of the train anchor via connecting nuts creates an endless train anchor, which is limited in its length only by the total length of the traffic-guiding device 1. It is possible to retrofit traffic guidance devices of conventional type only in the area of special danger spots with train anchors. It is also possible in any well of a guardrail, as shown in Fig. 1 is shown to provide a train anchor.
  • the guardrail 8 and / or the train anchor 18 may be galvanized.
  • the tension anchor 18 is not arranged in the longitudinal groove 11 facing the roadway 32, that is to say on the front side of the guardrail 8, but in a depression situated on the rear side of the guardrail 8 29 is arranged.
  • the guardrail 8 is integrally formed and formed of sheet steel.
  • the train anchor 18 On the side facing away from the lane 32 are two depressions 29 formed on the one hand by the web 30, the upper band 9 and the upper edge 12 and the other by the lower edge 14, the lower band 10 and the web 31.
  • the recesses 29 of the train anchor 18 is arranged. It is simple if the train anchor 18 only has to be inserted during retrofitting and holds in the desired position by itself until it is fastened by fastening straps. In this respect, it is advantageous if the train anchor 18, as in the Fig. 4 and 5 is placed in the upper recess 29 and there on the upper edge 12 is placed.
  • a support 5a made of sheet steel is provided substantially with a U-shaped profile and either rammed into the bottom 4 or welded to a bottom plate 6, which is then screwed by screws 7 with concrete floor.
  • a horizontal support 33 is pushed from above, which for this purpose has laterally projecting jaws 34 which engage around the support 5a.
  • the horizontal support 33 has at its upper edge a longitudinal, a U-shaped cross-section, integrally formed with the carrier 33 upper support web 35. At the bottom there is also a longitudinally extending, weaker trained lower support web 36. Between the webs 35 and 36 is a substantially planar plate 37. In the direction of the roadway 32 are the upper support web 35 and the lower support web 36 with respect to the plate 37, wherein in this area the lower support web 36 is formed weaker than the upper support web 35. The free ends of the webs 35 and 36 are applied to the bands 9 and 10 at.
  • the design of the support 5a and the horizontal support 33 are known, inter alia, on German motorways common components.
  • the guardrail 8 is screwed in a known, not shown way with the horizontal support 33.
  • a continuous channel 38 is formed between the underside of the above the plate 37 projecting upper StauerSteges 35 and the upper edge 12, a continuous channel 38 is formed.
  • the channel 38 receives the tension anchor 18.
  • brackets 39 are provided with a substantially U-shaped cross-section, which are fixed on the back of the groove bottom 13 by two screws 40.
  • a lower arm 41 of the bracket 39 is supported against the lower band 10 and stabilizes it.
  • An upper arm 42 is supported against the upper band 9.
  • the upper arm 42 is slotted to form a central mounting bracket 21 a, which rests on the tension anchor 18 under pretension and this presses against the upper band 9 and the upper edge 12 and fixed there.
  • An advantage of the second embodiment is that, as in the first embodiment, a simple upgrade of existing guard rail systems is possible without these have to be changed seriously.
  • the train anchors 18 are not visible from the roadway 32, so that the optical image is not affected.
  • the assembly is simple, since the train anchor 18 is first inserted into the channel 38 and holds it there by itself. Subsequently, the brackets 39 can be screwed, which fix the train anchor 18.
  • FIG. 6 A third embodiment of the invention described. Structurally identical parts are given the same reference numerals as in the first embodiment, to the description of which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b.
  • the train anchor is in the upper recess 29. There it is closed by U-shaped mounting bracket 21 b, which are pushed from the front through holes in the upper band 9 and rear with a cross bar 43 and nuts 22 are, fixed.
  • the upper tension anchor 18 rests on the support element 15, which facilitates its assembly.
  • the fixation of the train anchor 18 at the upper edge of the recess 29 is advantageous if the stabilization of the guardrail 8 by the train anchor 18 should be as high as possible. In this way, the height of the guardrail 8 is utilized. In this respect, even the arrangement of the train-armature 18 according to Fig. 5 advantageous compared to the arrangement of the train-armature 18 according to Fig. 1 ,
  • the basic idea of stabilizing traffic guidance systems with train anchors is independent of the concrete shape of the guard rail 8.
  • other guardrail forms for example with two longitudinal grooves, can also be used.
  • it does not depend on the attachment of the guardrail at the roadside.
  • various mounting options are shown. These can be freely combined with each other. It can also be chosen completely different mounting options.
  • comes it does not depend on fixing of supports to the ground. These can be rammed into the ground or attached via anchors to concrete.
  • the also referred to as a threaded rod train anchor is generally a standard train anchor, as it is under the brand "Dywidag" on the market.
  • the train anchor has a substantially circular cross-section.
  • the train anchor is solid made of solid material, especially steel.
  • the pull anchor is not just a sheet steel or steel tube.
  • the tension anchor has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm.
  • On the outside of a coarse external thread is provided, in particular rolled.
  • the external thread extends over the entire length of the tension anchor.
  • Flats are provided on opposite sides of the pull anchor to allow the pull anchor to be gripped and rotated with tools.
  • the train anchor has a great inherent rigidity, so that shear forces and not only tensile forces along the longitudinal direction of the train anchor can be transferred.
  • the train anchor differs significantly from a steel cable.
  • the draw anchor does not have the problem of sagging and the cable must be pretensioned.
  • the tensile anchor has a typical tensile strength of about 500-600 N / mm 2 .
  • such strength is chosen for the pull anchor to ensure the best combination of tensile and compressive strength and flexibility. Higher strengths of more than 900 N / mm 2 could cause the tensile anchor to rupture in the event of sudden impact stress without plastic deformation due to constriction.
  • the breaking value of the tensile anchor to train is between 100 kN and 1200 kN, in particular 150 kN to 630 kN. Relative to the individual diameters the breaking loads are as follows: at 50 mm diameter 1080 kN, at 40 mm diameter 631 kN, at 32 mm diameter 442 kN, at 28 mm diameter 336 kN and at 16 mm diameter 111 kN. These figures are all purely exemplary. It is in principle possible to use also Buch anchor with a different cross section, in particular a rectangular cross section. However, train anchors with a substantially round or oval cross section are particularly preferred. Adjacent train anchors are connected by connecting nuts or sleeves, not shown, with a matching to the external thread internal thread to an endless composite.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Signs Or Road Markings (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
  • Vibration Dampers (AREA)
  • Traffic Control Systems (AREA)

Claims (6)

  1. Dispositif routier de retenue à disposer en bordure de chaussées pour véhicules automobiles, comprenant
    a) au moins une glissière de sécurité (8) faisant face à la chaussée, s'étendant le long du bord de la chaussée dans une direction de chaussée (2) et présentant au moins un renfoncement,
    b) plusieurs poteaux (5, 5a ; 5b) disposés contre la face opposée à la chaussée de la ou des glissières de sécurité (8), raccordés à la ou aux glissières de sécurité (8), s'appuyant contre le sol (4) où ils sont fixés, et
    c) au moins un tirant (18) disposé dans la ou les renfoncements de la ou des glissières de sécurité (8),
    caractérisé en ce que
    d) le ou les tirants (18) sont pourvus d'un filet extérieur grossier (19), et
    e) en ce que le ou les tirants (18) sont fixés sur la ou les glissières de sécurité (8) par des étriers de fixation (21 ; 21a ; 21b) et est ainsi retenu dans la direction de chaussée (2),
    f) les étriers de fixation (21 ; 21a ; 21b) étant engagés dans les fonds du filet extérieur (19).
  2. Dispositif routier de retenue selon la revendication 1, caractérisé en ce que des tirants (18) contigus sont raccordés l'un à l'autre par des écrous de connexion (24).
  3. Dispositif routier de retenue selon l'une des revendications précédentes, caractérisé en ce que plusieurs tirants (18) sont superposés.
  4. Dispositif routier de retenue selon l'une des revendications précédentes, caractérisé en ce que la ou les glissières de sécurité (8) présentent au moins un renfoncement (29) sur la face opposée à la chaussée.
  5. Dispositif routier de retenue selon l'une des revendications précédentes, caractérisé en ce que la ou les glissières de sécurité (8) sont raccordées aux poteaux (5a) par des poutrelles horizontales (33).
  6. Dispositif routier de retenue selon la revendication 5, caractérisé en ce que le raccordement entre la poutrelle horizontale (33) et la ou les glissières de sécurité (8) est réalisé de manière à ménager au niveau du renfoncement (29) un canal (38) ouvert continu, où est logé au moins un tirant (18), et qui s'étend dans une direction longitudinale (2) de la glissière de sécurité (8).
EP06017110A 2005-09-13 2006-08-17 Dispositif de guidage routier Not-in-force EP1762660B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005043497 2005-09-13
DE102006001980A DE102006001980A1 (de) 2005-09-13 2006-01-13 Verkehrs-Leit-Einrichtung

Publications (2)

Publication Number Publication Date
EP1762660A1 EP1762660A1 (fr) 2007-03-14
EP1762660B1 true EP1762660B1 (fr) 2009-03-04

Family

ID=37517066

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06017110A Not-in-force EP1762660B1 (fr) 2005-09-13 2006-08-17 Dispositif de guidage routier

Country Status (4)

Country Link
EP (1) EP1762660B1 (fr)
AT (1) ATE424484T1 (fr)
DE (3) DE102006001980A1 (fr)
RU (1) RU2431716C2 (fr)

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DE102005039705A1 (de) 2005-05-10 2006-11-16 Durabel Baubedarf Gmbh Verkehrs-Leit-Einrichtung
US8770551B2 (en) 2008-12-22 2014-07-08 China Communications Safe Road (Beijing) Technology Co. Ltd Single-wave beam guardrail plate and single-wave beam steel guardrail
CN101761045B (zh) * 2008-12-22 2012-05-23 北京中通路科技有限公司 一种单波梁护栏板及单波梁钢护栏
DE102009034758A1 (de) 2009-07-25 2011-01-27 Stahlwerk Annahütte Max Aicher GmbH & Co. KG Schutzplanke
GB2476940A (en) * 2010-01-14 2011-07-20 Bourne Construction Engineering Ltd Crash barrier for use around edge of car park
DE102011007536A1 (de) 2011-04-15 2012-10-18 Stahlwerk Annahütte Max Aicher GmbH & Co KG Verkehrs-Leit-System mit Aussteifungs-Elementen
PL222954B1 (pl) * 2012-09-14 2016-09-30 Stalprodukt Spółka Akcyjna Słupek ochronnej bariery drogowej oraz bariera drogowa zawierająca taki słupek
CZ2012804A3 (cs) * 2012-11-19 2014-01-22 ÄŚĂ­hal Záchytný systém zejména na silnice a mosty
CN103114539A (zh) * 2013-03-19 2013-05-22 南京工业大学 一种内置钢绞线复合材料波形防撞护栏
DE102014107874A1 (de) 2014-06-04 2015-12-17 SGGT Straßenausstattungen GmbH Fahrzeugrückhaltesystem
NZ735848A (en) * 2015-04-02 2018-08-31 Arcelormittal Spacer for road safety barrier
RU169181U1 (ru) * 2016-08-08 2017-03-09 Акционерное общество "Точинвест" Фронтально-боковое дорожное ограждение
RU169182U1 (ru) * 2016-08-08 2017-03-09 Акционерное общество "Точинвест" Двухстороннее фронтально-боковое ограждение
RU169180U1 (ru) * 2016-08-08 2017-03-09 Акционерное общество "Точинвест" Двухстороннее фронтально-боковое ограждение
IT201800003913A1 (it) 2018-03-26 2019-09-26 Societa’ Iniziative Naz Autostradali – S I N A S P A Sistema di ritenuta stradale con prestazioni del vincolo a terra migliorate
RU190416U1 (ru) * 2019-04-22 2019-07-01 Александр Валерьевич Чкалин Дорожное барьерное ограждение
CN110616658A (zh) * 2019-09-27 2019-12-27 浙江伟达园林工程有限公司 道路临时分隔防撞护栏装置及防撞栏杆单元
WO2021069958A1 (fr) * 2019-10-09 2021-04-15 Anas S.P.A. Barrière de sécurité routière en acier à séparateur de trafic

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Also Published As

Publication number Publication date
RU2006132459A (ru) 2008-03-20
DE502006002995D1 (de) 2009-04-16
EP1762660A1 (fr) 2007-03-14
DE102006001980A1 (de) 2007-03-22
DE202006020257U1 (de) 2008-02-07
RU2431716C2 (ru) 2011-10-20
ATE424484T1 (de) 2009-03-15

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