EP0020659B1 - Dispositif de guidage du trafic utilisable comme moyen de separation et de bordure de la chaussee - Google Patents

Dispositif de guidage du trafic utilisable comme moyen de separation et de bordure de la chaussee Download PDF

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Publication number
EP0020659B1
EP0020659B1 EP79901662A EP79901662A EP0020659B1 EP 0020659 B1 EP0020659 B1 EP 0020659B1 EP 79901662 A EP79901662 A EP 79901662A EP 79901662 A EP79901662 A EP 79901662A EP 0020659 B1 EP0020659 B1 EP 0020659B1
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EP
European Patent Office
Prior art keywords
edge
run
deflection strip
height
profile
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.)
Expired
Application number
EP79901662A
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German (de)
English (en)
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EP0020659A1 (fr
Inventor
Pius Prosenz
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Individual
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Individual
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Publication date
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Publication of EP0020659A1 publication Critical patent/EP0020659A1/fr
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Publication of EP0020659B1 publication Critical patent/EP0020659B1/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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/088—Details of element connection
    • 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 traffic control device with a profile on both sides for use as a central separation of roads or with a profile on one side for use as a roadside barrier, the profile having a substantially vertical lower side surface, a running surface adjoining it with a leading edge, running obliquely outwards and one above has a deflector bar, which is offset outwards from the run-up surface and acts on the vehicle below the body, the upper edge of which runs just below the side edge of the body of conventional passenger cars at a height of approximately 33 cm.
  • Such guidance devices which only act on the wheels and steering of the vehicle, have been developed since bodywork guidance devices have obvious disadvantages. If these are rigid, for example as steel rails or concrete walls, there is deformation and extensive damage to the impacting parts of the motor vehicle with high deceleration values and uncontrolled rebound angles. Flexible safety gear (steel nets and ropes), with their necessary depth of action, require a lot of space, occasionally too little penetrance protection, and high repair and maintenance costs. Semi-rigid guidance devices (aluminum or sheet steel profile crash barriers) require less space and decelerate less abruptly, but cause high repair costs for the motor vehicle and the guidance device itself. Their penetrance resistance is also too low for large kinetic energies.
  • a guiding device which is designed in principle differently and affects only wheels and steering, has been developed in Sweden (Tric-Blocs, see eg VDI-News No. 23, June 8, 1979). It uses two concave-curved, prism-shaped surfaces of 0.8 - -1 m in height, which, without contact with the body, provide the steering geometry of a running wheel, again deflected to the direction of the road use slow redirection. Driving tests have actually shown an insurmountability for rolling vehicles with smaller impact angles.
  • the object of the invention is to provide a guide device which acts only on wheels and steering, which fulfills all of the requirements set forth and avoids the disadvantages of known such devices.
  • the invention achieves the stated object in that the run-on area from the run-up edge arranged below the height of conventional tires about 6 cm above the street level at least to the base of the bump bar provided with a low-friction coating and a vertical edge, about 7 cm high Lotes runs increasingly steeply, and that this base point lies in the middle of the vertical distance between the leading edge and the underside of the deflector bar.
  • Such a construction leads to a three-phase sequence of action, as is not the case with any of the known devices: first, there is only contact with the vertical lower side surface of the guide device and thus a first action on the steering in the sense of a redirection. However, the vehicle does not already tip over the upper edge of this side surface, since this edge still acts in the area of the elastic tire and is overrun at larger impact angles or speeds. If the leading edge is overcome in this way, a progressively increasing leading surface comes into effect in a second phase of the redirection process. At acute impact angles, this already has sufficient influence on the steering dynamics to deflect the vehicle back towards the road without further contact with the guidance device.
  • the interaction of the projecting deflector strip with the underlying run-on surface is of crucial importance for the invention. If the deflector protrudes too far, it makes the ramp surface largely ineffective; one does not only dispense with a gentle redirection in cases that are harmless per se, but also with the advantages that result from lifting the vehicle by means of the ramp surface.
  • the main reason for this is that the deflector bar is arranged somewhat higher and the tilting moment on the vehicle can be reduced if the vehicle hits the deflector bar with the wheels raised, that is to say also with the body raised.
  • the deflector bar does not protrude sufficiently over the run-up surface or if it is not sufficiently steep, there is a risk that the wheel will roll over the run-off rail since it is not pushed away from the run-on surface in time and thus loses its grip. Only if the base of the solder placed on the deflector, i.e. the point from which the deflector tries to separate the wheel from the run-on surface, is in the middle of the height range, can all the demands made be compatible. A “medium height range” is assumed if the base point lies between the first third and second third of the vertical distance from the leading edge and the underside of the deflector bar.
  • the height of the run-up edge above the street level should be chosen so high that, with the usual tire thicknesses, the vehicle does not tip over due to rim contact. In this sense, a height of around 6 cm has proven itself.
  • the profile consists of a vertical lower surface 1 which merges into a curved ramp surface 3 in the run-up edge 2, which is followed by the deflector strip 4 at the end of the steep flank.
  • the run-up edge 2 is so high at approx. 6 cm that a run-on or spinning wheel can just overcome it; the deflector strip is so wide that it can withstand a striking wheel without damage with a possible sheet profile reinforcement 7; it is set back so far with respect to the run-up edge 2 that the run-on or spinning wheel can be raised further by the lower part of the run-up surface; Compared to the steep upper flank, however, it is so overhanging that greater frictional forces and thus a tendency of a rolling wheel to climb are avoided.
  • Fig. 1 shows an embodiment as a center partition with a profile formed on both sides
  • Fig. 2 shows the design as an edge deflector with a profile on one side
  • Fig. 3 shows a possible profile wall Jung for high-speed roads.
  • a top wall 6 is additionally set back as an additional deflector so that contact with the protruding parts of the front parts is further avoided in the event of an impact at more acute angles but possibly climbing wheels will find resistance accordingly.
  • the paragraph 12 between the camber and the upper part serves as a guide groove for the inclined wheel, which prevents further climbing and thus rolling over from the board.
  • the guidance device acts as a rigid, body-active barrier.
  • an enlargement of the profile shown can be used e.g. on a 1: 2 scale or an enlargement of individual profile parts only. This carries e.g. the increased tendency to climb and the strong pressures of the rigid rear wheels at high loads. At the low speeds here, passenger cars are also rejected by the tread surface, which is twice as large, without body contact.
  • passages can be arranged in the base of the element or below it in the carriageway.
  • a redirecting effect is created by a deflecting influence on the steering dynamics at acute impact angles in order to distract the vehicle in the direction of the lane without further contact with the control device. Furthermore, the wheels close to the line are raised. If the front wheel continues to roll in the overrun direction, the front circumference of the tire hits the deflector strip 4. The rounding of its edges, its low-friction surface, its protrusion over the friction-intensive steep flank underneath, as well as the tipping forces that occur, prevent the wheel from climbing significantly above the height the base 5 of the solder placed on the deflector 4. The wheel is hit in the direction of the lane by the deflection bar, whereupon the steering dynamics cause the vehicle to be deflected in the direction of the lane.
  • the guide device is preferably made of hard, unbreakable and pressure-resistant material, for example concrete, reinforced with steel reinforcements. However, other materials such as metal, plastic, asphalt can also be used as solid or hollow profiles with concrete pouring in a manner known per se.
  • the deflector bar 4 can e.g. made of 3 mm steel sheet to make contact with sharp rim parts with low friction and damage.
  • the surface of the guide device can be provided with a low-friction covering that closes the surface.
  • the molds for the manufacture of the prefabricated elements consist of the base, which corresponds to the top surface of the element in the production, which is preferably upside down, from the two side profile molds that are pressed onto this base surface and from the two end parts, which are inserted like plugs into the side parts and give them support and fit. Cylinders for the bolt recess in the upper overlap or for the threaded pin fixation in the lower overlap are attached to the end molds.
  • the hard profiles for the deflecting edge are inserted on the mold base and brackets for characters to be attached later are glued on at points.
  • the shapes for curved curve elements are made of flexible, rubber-like material. They are pressed on both sides of the base area manufactured in the required radius. The exact adherence to the profile shape in all sections is guaranteed by profile clips attached at appropriate intervals. The overlapping end parts are formed by the inserted plugs, which are also used for the straight elements. This means that the flexible side part shapes can be used for a wide variety of curve radii. Other manufacturing processes such as extrusion presses etc. are also possible in a known manner.
  • Start and end parts of the guide device are shaped according to FIGS. 7 to 9. They can be set up for anchoring at low speeds, but they can also be glued or placed with a recessed central groove over steel bolts 10 hammered into the street and the cavity filled with concrete 11 from behind.
  • Continuous guide devices cast on site by sliding shell concreting machines are continuously applied to the road surface using a sliding circuit surface corresponding to the specified profile via a prefabricated, simple reinforcement. Your base can also be lowered.
  • the hard profiles for the deflector bar are inserted into guides on the formwork surfaces and screwed or hooked together in the longitudinal direction.
  • Various brackets can be placed in the still soft concrete. After the concrete has been strengthened, the final road surface is applied or rolled on, while maintaining the height of the leading edge.
  • the guide device can also be manufactured together with the road surface construction in one operation.
  • connection surface allowing a fixed connection, e.g. through teeth or connecting reinforcing bars.

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)

Abstract

Un dispositif de securite dispose le long des voies de circulation presente, le long de la voie de circulation, une surface (1) inferieure verticale, dont le bord superieur forme une bordure (2) d'une hauteur inferieure a un pneu usuel relie a une surface montante (3) et a une bordure de renvoi proeminente (4) disposee a une hauteur telle qu'elle est destinee a agir sur le vehicule en dessous de la carrosserie. A partir de la bordure (2) la surface (3) s'etend au moins jusqu'au point de projection (5) verticale de ladite bordure de renvoi (4) avec une pente croissante et ledit point (5) est situe dans le tiers central de la distance verticale entre la bordure (2) et la partie inferieure de la bordure de renvoi (4). La pente moyenne de la surface (3) entre la bordure (2) et le point (5) est d'environ 45 , la pente au point de projection (5) etant d'environ 60 .

Claims (4)

1. Dispositif de guidage du trafic comportant des deux côtés un profil lorsqu'il est utilisé en élément de séparation au milieu de routes ou comportant un profil d'un seul côté lorsqu'il est utilisé en barrière de bordure de routes, le profil comprenant une surface latérale inférieure (1) qui est pratiquement verticale et qui est prolongée par l'intermédiaire d'un rebord (2) par une surface d'ascension (3) qui est orientée obliquement vers l'extérieur et au-dessus de laquelle se trouve un butoir (4) qui est décalé vers l'extérieur par rapport audit rebord (2) et dont le bord supérieur est situé à une hauteur d'environ 33 cm peu au-dessous du bord latéral de la carrosserie des voitures automobiles usuelles, dispositif caractérisé en ce que la surface d'ascension (3) présente une pente de raideur croissante dudit rebord (2), qui se trouve à environ 6 cm au-dessus du niveau de la chaussée et dont la hauteur est inférieure à celle des pneumatiques usuels, au moins jusqu'au pied (5) de la verticale tracée le long dudit butoir (4) qui a une hauteur d'inviron 7 cm et qui comporte un revêtement (7) à faible coefficient de frottement ainsi qu'un bord vertical et le pied (5) de ladite verticale se trouve dans la partie médiane de la distance verticale séparant ledit rebord (2) et le côté inférieur du butoir (4).
2. Dispositif de guidage du trafic selon la revendication 1, caractérisé en ce que le revêtement (7) du butoir (4) est en matériau plus dur et à plus faible coefficient de frottement que le béton et son bord supérieur est arrondi.
3. Dispositif de guidage du trafic selon l'une des revendications 1 et 2, caractérisé en ce que la pente moyenne de la surface d'ascension (3) est d'inviron 45° entre ledit rebord (2) et le pied (5) de la verticale tracée le long du butoir (4) et la pente est d'environ 60° au pied (5) de cette verticale.
4. Dispositif de guidage du trafic selon l'une quelconque des revendications 1 à 3, caractérisé en ce qu'il comporte une longrine ou une cloison montante (6) de type connu qui est verticale, dont la partie inférieure est éventuellement légèrement en porte-à- faux et qui forme un arrondi (12) au-dessus du butoir (4).
EP79901662A 1978-12-15 1980-07-01 Dispositif de guidage du trafic utilisable comme moyen de separation et de bordure de la chaussee Expired EP0020659B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT894978A AT357195B (de) 1978-12-15 1978-12-15 Verkehrsleiteinrichtung, verwendbar als mitteltrennung und strassenrandbarriere
AT8949/78 1978-12-15

Publications (2)

Publication Number Publication Date
EP0020659A1 EP0020659A1 (fr) 1981-01-07
EP0020659B1 true EP0020659B1 (fr) 1983-04-06

Family

ID=3609877

Family Applications (1)

Application Number Title Priority Date Filing Date
EP79901662A Expired EP0020659B1 (fr) 1978-12-15 1980-07-01 Dispositif de guidage du trafic utilisable comme moyen de separation et de bordure de la chaussee

Country Status (10)

Country Link
US (1) US4376594A (fr)
EP (1) EP0020659B1 (fr)
JP (1) JPS55501149A (fr)
AT (1) AT357195B (fr)
BE (1) BE880641A (fr)
DD (1) DD148071A5 (fr)
DE (1) DE2965162D1 (fr)
IT (2) IT1119983B (fr)
WO (1) WO1980001292A1 (fr)
YU (1) YU39643B (fr)

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Also Published As

Publication number Publication date
IT7969407A0 (it) 1979-12-14
YU39643B (en) 1985-03-20
DD148071A5 (de) 1981-05-06
IT7953799V0 (it) 1979-12-14
YU308279A (en) 1983-04-30
JPS55501149A (fr) 1980-12-18
WO1980001292A1 (fr) 1980-06-26
IT1119983B (it) 1986-03-19
BE880641A (fr) 1980-04-01
EP0020659A1 (fr) 1981-01-07
DE2965162D1 (en) 1983-05-11
US4376594A (en) 1983-03-15
AT357195B (de) 1980-06-25
ATA894978A (de) 1979-11-15

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