EP0604277B1 - Leitplanken mit nicht deformierbaren Trägern und kontinuierlich deformierbaren Leitschienen - Google Patents

Leitplanken mit nicht deformierbaren Trägern und kontinuierlich deformierbaren Leitschienen Download PDF

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Publication number
EP0604277B1
EP0604277B1 EP93403064A EP93403064A EP0604277B1 EP 0604277 B1 EP0604277 B1 EP 0604277B1 EP 93403064 A EP93403064 A EP 93403064A EP 93403064 A EP93403064 A EP 93403064A EP 0604277 B1 EP0604277 B1 EP 0604277B1
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Prior art keywords
rail
support
deformable
supports
profile
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EP93403064A
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English (en)
French (fr)
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EP0604277A1 (de
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Alain Henri Fernand Tassus
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Les Profiles du Centre
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Les Profiles du Centre
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    • 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

Definitions

  • One of these types includes devices deformable while the other includes the devices rigid, undeformable.
  • Deformable devices are designed from because of the big differences impact energy, depending on the type of vehicles remember: they are studied, either for light vehicles (passenger cars and small utility vehicles and professionals), or for heavy goods vehicles (trucks, buses and coaches). In the first case they are bad suitable for heavy goods vehicles and in the second case they are very aggressive towards light vehicles.
  • Rigid devices are essentially designed for heavy vehicles to which they oppose very important resistance, the primary concern being not to save damage to the damaged vehicle but to oppose at all costs its crossing of the device.
  • deformable devices from the first type, therefore, we find the one that is made up by two opposite parallel rails, fixed horizontally on vertical supports to form together a "security barrier" located between two lanes of traffic in opposite directions, in order to modify the trajectory of a vehicle in distress and to force it to remain on the lane in the direction of which it circulates.
  • the rails and supports are designed in such a way so that they gradually give way when a vehicle and they oppose the percussive force a counter force absorbing kinetic energy and tend to return the vehicle to its lane.
  • the height of the beams is calculated for act below the level of the side windows of these vehicles and their shapes tend to avoid components which could lift the impacting vehicle, with all the serious risks that this entails.
  • It is generally a continuous wall in concrete, substantially vertical, about 80 centimeters tall, which is placed between the two tracks for sever radically.
  • this profile is particularly unfavorable to light vehicles because, in the event of impact, it causes a first violent impact, favoring a speed of deviation (or "exit") of the barrier very important, as well as a very large deflection angle, which is in itself extremely serious since it causes risk of collisions with other vehicles or with other obstacles and can throw the vehicle into the lateral ditch opposite the security barrier, against a wall etc.
  • the patent FR-A-2,479,301 describes a device for security including prefabricated blocks placed one against the other the rest of the others and on which we have rails of removable metal fixed to supports plugged in top of the blocks, these having a very low height so that the beams are located substantially at their usual height, about 70 centimeters.
  • the system described in this patent is essentially intended for temporary implantation, reason the blocks are short to be little bulky, and therefore light and easily transportable, while the long beams are fixed to the supports by bolts to be able to be put in place and easily removed.
  • FR-A-2,584,112 describes a device completely similar to the previous one since it includes removable concrete bases above which are fixed vertical posts to receive one or two beams conventionally fixed.
  • this device conforms to all wheel guards: it is intended to repel vehicles to the lane, even at the cost of very serious danger of throwing the vehicle onto a lane where other vehicles are traveling.
  • the present invention provides a solution new which consists in combining in a single set two functions that come into play successively: one done flexibility is adapted to the shocks of light vehicles and the other, made of fixity, of rigidity, is opposed by the impact strength of heavy vehicles.
  • the invention relates to a safety device to be installed along a lane intended for the circulation of vehicles, of the type comprising at least one substantially vertical support and non-deformable in nature and at least one continuous stringer maintained at a given height from the plane of the track to be greater than the height of the wheels of light vehicles, such as passenger cars, characterized in that the support, such as a concrete wall, is fixed and non-displaceable and has at least one side longitudinal of height greater than the height given by relative to the track plan and on which is fixed a set of non-elastic deformable nature composed of at least minus a continuous stringer parallel to the side of the support and non-elastic deformable elements interposed between the smooth and flank of the support.
  • Figure 1 is a schematic sectional view of a safety device according to the invention, showing a first embodiment.
  • Figure 2 is a schematic sectional view a heald according to the embodiment of FIG. 1.
  • Figure 3 is a schematic sectional view of a deformable element adapted to the embodiment of the figure 1.
  • Figure 4 is a schematic sectional view of a support adapted to the embodiment of FIG. 1.
  • Figure 5 is a schematic view in perspective showing the different components of the safety device of Figure 1, namely a support fixed continuous, supports, deformable elements and a smooth continuous.
  • Figure 6 is a schematic sectional view showing on a larger scale the device of the figure 1.
  • Figure 7 is a schematic sectional view showing the profile of a stringer according to the invention suitable for keeping a vehicle hitting it on the ground.
  • Figure 8 is a schematic sectional view showing a variant of the device of FIG. 1.
  • Figure 9 is a schematic sectional view of a another embodiment of the invention.
  • Figure 10 is a schematic sectional view showing a variant of the embodiment of the figure 8.
  • Figure 11 is a schematic sectional view showing an embodiment of the invention according to which the heald has a substantially rectangular section, likely to deform downwards, in a parallelogram.
  • Figure 12 is a schematic sectional view showing an embodiment in which the device includes deformable elements integral with the heald, the latter being further shaped to present deformable elements in abutment against the side of the support.
  • Figures 13 to 15 are schematic views in section showing variants of another embodiment of the invention, according to which the heddle is capable of deform down by sliding relative to the support.
  • Figure 16 is a schematic view showing the constitution of a device according to the invention according to an embodiment which provides that the rail is formed by cables.
  • a device which includes a support rigid and solid 1 consisting of a continuous concrete wall having two longitudinal sides 2 and 3 substantially vertical and located above planes inclined 4 and 5 rising from a base 6 which, here, has a sole 7 serving as a foundation in the soil A.
  • Soil A is, in fact, a more or less thick coating and complex depending on the nature of the terrain and its upper side B constitutes the plan of the track which directly receives the vehicles.
  • this lane is a road pavement or motorway but it could be private roads, competition circuits, test circuits or test circuits, parking, loading / unloading areas, etc.
  • height C of the support, or low wall, 1 and the distance D1 corresponding to the height of the base 6 are respectively about 80 and 8 centimeters.
  • Each of these sets 100 includes a stringer 101, elements inelastic deformable 102 and supports 103 fixed to the concrete wall 1.
  • the stringer 101 is of indefinite length and results end-to-end placement, with or without overlap ends, of segments each consisting of a profile metallic.
  • This profile is domed and has a useful face 104 constituting a central part included between two wings 105 and 106, two smooth holes 107 and 108 being arranged from place to place in these wings 105 and 106, for the purpose of fixing the stringer 101, as will be described further.
  • Each of the inelastic deformable elements 102 is formed by a folded sheet which has a part central 110 and two cheeks 111 and 112, a light 113 being provided in the center of the central part 110 for the purpose of the fixing of the element 102, as will be described more far.
  • Each of the supports 103 is formed in one piece by stirrup shape, i.e. with a middle face 115 and two upper wings 116 and lower 117, substantially perpendicular to the median face 115, a light 118 being provided in the center of said face median 115 for fixing the support 103, as is will describe it later.
  • the wings 116 and 117 each have a hole smooth respectively 120 and 121 opposite which nuts 122 and 123 are placed on the inside of the wings 116 and 117, and are fixed there by welds 124 and 125.
  • the deformable elements are fixed 102 and supports 103, for example by means of members metal forcibly pressed in, usually by means of pneumatic guns ("splits").
  • the distance between these holes 8 along the wall 1 is established according to the number of deformable elements 102 and of the number of supports 103 that are expected per unit of length.
  • each deformable element 102 we set up each deformable element 102 by applying its part central 110 against the low wall 1, the cheeks 111 and 112 being in vertical planes, substantially perpendicular to the side 2-3 of the wall 1, and we adjust the light 113 opposite a fixing hole 8. Then, we engages a bolt 130 in the light 113 (possibly with the insertion of a washer of any known type, not shown) and screwed into the fixing hole 8.
  • the oblong light 113 allows you to adjust the exact height to which you must fix the element 102, with reference to the road surface B.
  • each support 103 is put in place by applying its face median 115 against the wall 1, the wings 116 and 117 being in more or less oblique planes, as we will further specify, substantially perpendicular to the side 2-3 of wall 1, and light 118 is adjusted look of a fixing hole 8. Then, we engage a bolt 131 in the light 118 (possibly with interposition a washer of any known type, not shown) and screw it into the fixing hole 8. As is well known in itself, the oblong light 118 makes it possible to adjust the exact height to which the support 103 must be fixed, with reference to the plan of the carriageway B.
  • the distance between two supports 103 must correspond, obviously, that of the holes 107 and 108 of the heald 101 because after setting up and fixing a certain number deformable elements 102 and supports 103, the smooth 101 so that its wings 105 and 106 are place outside supports 116 and 117 supports 103 and cover the cheeks 111 and 112 with deformable elements 102, as indicated by dotted lines on the part right of figure 5.
  • deformable elements 102 were thus fixed and the supports 103 in the wall 1, then we fixed the beam 101, profile segment by profile segment, aux supports 103, by bolts 132 and 133.
  • a stringer must have a more or less oblique profile compared to the horizontal. As for its height, it is traditionally chosen for contact with a passenger vehicle approaching it at an angle occurs below from the lower level of the side windows of the vehicle.
  • the invention takes into consideration all vehicles and deformable assemblies 100 are located at a height such that they can react not only to shocks occurring at level but also to shocks directed from the bottom up, in particular because the existence of inclined planes 4 and 5 which, we have recalled above, bring a vertical component ascending to a vehicle with at least one wheel crossing the height D1 and rolls on the inclined plane 5 in a direction of circulation and on the inclined plane 4 in the direction of opposite traffic.
  • the height is set at around 70 centimeters H at which are the fixing holes 8 ( Figures 1 and 5) and, in this case, the central level line of the stringer 101, which is clearly above the wheels passenger vehicle standards and below glazed surfaces.
  • the rail 101 is laid in such a way that the free edges 140 and 141 of its wings 105 and 106 ( Figures 5 and 6) are practically resting against the wall 1, so that the assembly deformable 100 which results in a box structure compartmentalized by the cheeks 111 and 112 of the elements deformable 102.
  • the free edges 142 and 143 of the cheeks 111 and 112 opposite wall 1 could have the same profile curve that the inside of the useful face 104 of the heald 101 bulged. In this case, cheeks 111 and 112 would constitute real spacers between the wall 1 and the rail 101.
  • the box structure of a deformable assembly 100 has advantages unknown to date because the current security features still include vertical supports for one or two beams and are designed to absorb shocks by bending and twisting supports, that is to say by retraction of the impacted arm, this which is impossible by leaning it against a rigid and fixed wall, as is the case with the invention.
  • a shock on the stringer 101 is therefore absorbed by the smooth assembly 101-element (s) 102-support (s) 103, the low wall 1 playing the role (new compared to the state of the technical) of support of beam in the manner of supports extremely rigid verticals, unlike supports known which are necessarily flexible. It's only by total crushing of the whole 101-102-103, and after such a crushing, that the low wall 1 plays its role of bulwark but for a shock whose kinetic energy has already been in absorbed part, so that at equal impact, the low wall 1 of the invention is much more effective since instead of return the vehicle with an energy corresponding to the impact initial, it does so only for a damped shock, absorbed by the inelastic deformation of the assembly 100.
  • the speed of barrier output is therefore lower and the constraints are less aggressive towards the vehicle.
  • a deformable assembly 100 according to the invention present in plus vertical resistance, due to its structure in because it is not, as the technique teaches known, from a simple slide designed only for absorb side impacts, since the assembly 100 found on a side of a low wall 1, which can, moreover (it is not a necessity but a possibility), present inclined planes 4 and 5.
  • the distance D2 measured horizontally between the vertical face of the base 6 and the junction of the inclined planes 4-5 with the sides 2-3 is about 25 centimeters.
  • the projection S made by the deformable assembly 100 relative to the wall 1 must be such that this set 100 does not exceed the vertical line of the base 6 and either, on the contrary, somewhat behind with a desirable minimum of about 15 centimeters for the value from projection S.
  • the stringer 101 has a profile which is coordinated with that of the wings 116 and 117 of the supports 103. Depending on the obliquity of these wings, the stringer has wings 105 and 106 more or less convergent.
  • the body of the latter fits into the form, in the longitudinal groove, of the arm 101 which, being fixed and horizontal, not only acts as a shock absorber side impact by absorbing kinetic energy but also that of guide, longitudinal rail, engaged in the groove of the body and thus retaining very effectively the vehicle down during its entire race against the smooth 101, to prevent any upward movement which know the major dangers.
  • the height of the low wall 1 is established to oppose its crossing by heavy vehicles while the arm 101 is placed not not according to heavy vehicles but according to light vehicles, so that it can fit into the bodywork of these vehicles, above their wheels and below their glass parts.
  • the device can be made as it is shown in Figure 7, and which includes, on the low wall 1, a deformable assembly 150 consisting of a rail 151 with a substantially trapezoidal section, having a flat useful face 152 (which can be ribbed), sides 153 and 154 extended by two wings 155 and 156 applied against the low wall 1 and fixed to it by bolts 157 and 158.
  • a deformable assembly 150 consisting of a rail 151 with a substantially trapezoidal section, having a flat useful face 152 (which can be ribbed), sides 153 and 154 extended by two wings 155 and 156 applied against the low wall 1 and fixed to it by bolts 157 and 158.
  • the arm 151, the deformable elements 153-154 and the 155-156 supports are all in one piece, from the profiling of a sheet, as is known in itself.
  • this deformable device 150 can be supplemented by added deformable elements, in particular of the type of those, 102, described with regard to Figures 1 to 6.
  • FIG 9 there is shown a mode of realization of the invention that, as previously, the deformable elements 102 as well as the supports 103 are fixed to the wall 1, while the holes 107 and 108 wings 105 and 106 of the stringer 101 are provided closer to the free edges 140 and 141, in such a way that after fitting the heald 101, the edges 140 and 141 are located at a distance E2 from the wall 1, a space E3, significantly greater than the E1 space, remaining between the edges 142 and 143 on the one hand and the inside of the useful face 104 on the other hand.
  • the smooth holes 107 and 108 are oblong (and circular) to allow the sliding of the smooth 101 relative to the supports 103, under the effect of a impact of a vehicle against the stringer 101.
  • the heald 101 has the ability to to sink, to deform, inside space E3 before elements 111 and 112 come into play 102.
  • Figure 10 illustrates a variant of the embodiment of FIG. 9 according to which the elements deformable 102 are integral with the heald 101 and no longer wall 1.
  • these elements 102 are rendered integral with the heald 101, for example by means of welds 145 which join the wings 105 and 106 and the cheeks 111 and 112 which, here, have the same profile as inside the useful face 104.
  • cheeks 111 and 112 By giving cheeks 111 and 112 the same width that before, with or without a central part 110, we clean a space E4 between the wall 1 and the rear face of the central part 110 (or the free edge of the cheeks 111 and 112 located on the side of the wall 1), a space which is very appreciably equal to the space E2 so that the device opposes a shock first the resistance of the stringer 101 and the cheeks 111-112, then the slip resistance of the bolts 122-123 in the oblong holes 107 and 108 and, finally, the resulting force of the bracing of the set 100, more or less twisted by impact, against the wall 1.
  • FIG. 11 shows a mode of realization different from those of figures 1 to 6 and 8 to 10 which had in common the same stringer 101 in FIG. 2.
  • a set of deformable nature 200 is formed of a smooth 201 made up of a single profile rectangular section and supports 202, substantially in U-shape, fixed to the wall 1 by 203 bolts screwed in the fixing holes 8.
  • Profile 201 may have a closed section, to which case it is necessary to envisage as many passages 204 as there must have supports 202, or be formed by folding a sheet whose free edges 205 and 206 remain distant one on the other to provide a continuous longitudinal space 204, allowing passage to as many supports 202 as is necessary.
  • the supports 202 can have any desired width or, even, be constituted by segments of continuous profiles, arranged like those which form the smooth 201.
  • the profile which constitutes the rail 201 has two small faces 207 and 208 and two large faces 209 and 210.
  • Profile 201 and supports 202 must be made united and, here, we chose the solution that consists of providing a weld bead 211 on the wall rear 210 of profile 201, above passage 204 (punctual or continuous), which joins this rear wall 210 to the core 212 of the U-shaped support.
  • the outer branch 213 is applied against the concrete wall 1 and is crossed by one (or more) bolt 203.
  • the opposite branch 214 is placed inside profile 201 and supports it at the way of a hook.
  • front 209 and rear 210 walls of the profile 201 are not parallel to the side of the wall 1.
  • the longitudinal axis x of the profile 201 makes with the side 2 of the wall 1 an angle ⁇ which results from the form of supports 202, that is to say of the angle formed by their core 212 and their branches 213 and 214.
  • a shock against this deformable assembly 200 therefore has as a probable consequence a combined deformation of the profile 201 and supports 202.
  • the heald and the deformable elements are combined in a single assembly, the beam itself being the face exterior 209 while the deformable elements are formed by the supports 202 as well as by the small sides 207 and 208, the latter being directly in contact with the wall 1 to which it is supported by the angle which connects it to the large rear face 210.
  • the deformable assembly 300 includes a rail 301 formed by profile segments having a useful face in three parts: a domed upper part 302, a lower part also domed 303 and a median flat 304 which plays the role of support, because it presents holes 305 distributed over the entire length of the beam 301 and each to receive a 306 bolt screwed into a hole fixing 8.
  • the bulging parts 302 and 303 are extended by wings 307 and 308 whose ends 309 and 310 are bent towards each other so that the free edges 311 and 312 of the profile are located symmetrically on either side of the 306 bolts, small distance from these.
  • the stringer 301 is shouldered against the concrete wall 1 and is securely held there by bolts 306. It leans against the concrete wall 1 by zones rounded 313 and 314 which, in the event of an impact against the boom 301 tend, when yielding, to curl inward of the profile and, therefore, to decrease the length of the wings 307 and 308 as the rail 301 is pressed against the concrete wall 1 by the vehicle in distress.
  • the ends 309 and 310 roll up on themselves towards the inside of the profile and we can say that the front face 302-303-304 of the deformable assembly 300 as well that its rear "face” 309-310-313-314 are deformable and intervene simultaneously under the impact of a vehicle.
  • the deformable assembly 400 includes a heald 401 constituted by a profile which has a curved useful face 402, an upper flank 403 and a lower flank 404 more extensive than the previous one.
  • the upper flank 403 is fixed by welding to a support 405 which can be constituted either by long profiled or by point hooks. Whatever constitution of the supports 405, they support the beam 401 in the same way as that which has been described opposite Figure 11 and are fixed to the wall 1 by bolts 406.
  • the lower flank 404 is in abutment against the low wall 1 by its free edge 407.
  • the deformable assembly 400 includes a heald 401 constituted by a profile which has a substantially flat and ribbed useful face 410, an upper side 411 extended by a straightened wing 412 and a lower flank 413 extended by a wing 414 also straightened towards the inside of the profile.
  • the upper wing 412 is pierced with holes for the bolts 406 and constitutes a support for the assembly 400, fixed to the wall 1 by the bolts 406.
  • the longitudinal ribs of the useful face 410 increase the overall crush resistance deformable 400 and favor the creation of one or more grooves (depending on the shape and number of ribs) in the bodywork of a vehicle, in order to retain it on the ground or, at the very least, to avoid its uprising, as we have explained above with reference to Figure 7.
  • FIG. 15 we see another variant which takes up the curved useful face 402 of the stringer 401, the upper sides 411 and lower 413 which converge one towards the other and the upper wing straightened 412, but provides that the lower flank 413 is extended by a wing 415 lowered towards the outside of the profile, so that the deformable assembly 400 has an ⁇ -shaped section, the two wings 412 and 415 being applied against the wall 1.
  • the concrete wall 1 has the profile of New Jersey and wing 412 is placed against side 2 while that the wing 415 is placed against the inclined plane 4.
  • the deformable assembly 400 is fixed to the wall in concrete 1 by bolts 406 passing exclusively through the wing upper 412 and screwed into fixing holes 8.
  • the lower wing 415 being applied against the inclined plane 4 but not attached to it, can slide at the way of a skid against the inclined plane 4, as is mentioned in dotted lines.
  • This arrangement gives the deformable assembly 400 a preferential direction of downward deformation so to induce in the vehicle which shocked it a component of drawdown exactly opposite to the undesirable component of uplift that is currently occurring.
  • device according to the invention is effective both with regard to light vehicles than with regard to vehicles heavy and, inside these two categories, as well for minor shocks than for large shocks.
  • a slight shock may only interest one deformable assembly which, alone, collects the efforts desired, the undeformable support intervening only as support, as support, of the deformable assembly.
  • a shock more important can cause the whole to be crushed deformable and the vehicle that causes it meets then the non-deformable support itself, after attenuation of the impact by the deformable assembly which intervenes first.
  • the undeformable support and the deformable assembly act together in a first time and then, if necessary, the support imposes its mass when the deformable set is powerless on its own to absorb the shock caused by the accident vehicle.
  • support non-deformable is therefore no longer aggressive towards light vehicles which are first supported by the whole deformable.
  • the device of the invention dampens violence the first shock and any subsequent shocks, mitigates decelerations, avoids (or at least decreases) range of vertical movements and limit speed barrier exit, which minimizes the risk of accident from transverse movements printed on the vehicle crashed to send him back to the taxiway.
  • the undeformable support consisted of a continuous low wall concrete but it could be any other structure rigid, continuous or discontinuous.
  • Such a structure could not only be masonry made in one piece or by juxtaposition and / or superposition of separate blocks, but also the side of a rock wall, a border of road, such as a noise barrier, abutment or pile of bridge, in all resistant materials, etc.
  • the deformable assembly could not be made of metal but of other materials such as wood, plastics, composite materials etc.
  • One supports 503 on the wall 1 which include a central plate 504 and wings 505 and 506, which gives them a completely similar structure to that of the deformable elements 102 previously described, their attachment to the wall 1 is done as described opposite of Figure 5, so that they constitute simultaneously supports and deformable elements in one and same room.
  • the plate central 504 constitutes a support similar to the supports 103, while the wings 505 and 506 constitute deformable elements similar to wings 111 and 112 of items 102.
  • the wings 505 and 506 are crossed with holes in which cables 501 and 502 are engaged so to be kept at a good distance from the wall 2-3 of the wall 1.
  • supports 503 are placed greater or lesser number, so that they are discarded of a value suitably adapted to the maintenance of cables.
  • the number of cables it can be reduced to only one or, on the contrary, be increased until constituting a more or less tight tablecloth.
  • the inelastic deformable elements By placing the inelastic deformable elements at a higher level than the wheels of the vehicles of tourism, they are located at the height of the body which is itself deformable, so that the energy of a shock is absorbed simultaneously by the deformation of the bodywork and by that of the elements.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
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Claims (25)

  1. Sicherheitsvorrichtung zur Anbringung längs eines für den Fahrzeugverkehr bestimmten Verkehrsweges, die mindestens einen im wesentlichen vertikalen und nichtdeformierbaren Sockel sowie mindestens ein durchlaufendes glattes Abweiselement aufweist, das auf einer gegebenen Höhe in bezug auf die Fahrbahnebene gehalten wird, die höher ist als die Höhe der Räder von leichten Fahrzeugen, wie Personenwagen,
    dadurch gekennzeichnet, daß
    der Sockel (1), der z.B. eine niedrige Betonmauer ist, feststehend und ortsfest ist und mindestens eine Längsflanke (2, 3) aufweist, deren Höhe größer ist als die gegebene Höhe in bezug auf die Fahrbahnebene (B) und an der eine deformierbare, nichtelastische Einheit (100; 200; 300; 400; 500) befestigt ist, die aus mindestens einem durchlaufenden Abweiselement (101; 201; 301; 401; 501, 502), das parallel zur Längsflanke (2, 3) des Sockels (1) verläuft, und deformierbaren, nichtelastischen Elementen (102; 150; 207, 208; 307, 308; 320; 403, 404; 503) besteht, die zwischen den Abweiselementen (101; 201; 301; 401; 501, 502) und der Längsflanke des Sockels (1) angeordnet sind.
  2. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Sockel (1) durchlaufend ist.
  3. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die deformierbaren, nichtelastischen Elemente (102; 150; 320; 503) vom Abweiselement (101; 301; 501, 502) verschieden sind.
  4. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die deformierbaren, nichtelastischen Elemente (102; 320) und das Abweiselement (101; 301) zusammen einstückig sind.
  5. Sicherheitsvorrichtung nach Anspruch 4, dadurch gekennzeichnet, daß die deformierbaren, nichtelastischen Elemente aus Teilelementen (207, 208; 307, 308; 403, 404) bestehen, die zusammen mit dem Abweiselement (201; 301; 401) einstückig sind.
  6. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die deformierbaren, nichtelastischen Elemente (102; 207, 208) von den Trägerelementen (103; 202) verschieden sind.
  7. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die deformierbaren, nichtelastischen Elemente (207; 505, 506) zusammen mit den Trägerelementen (202; 504) einstückig sind.
  8. Sicherheitsvorrichtung nach Anspruch 7, dadurch gekennzeichnet, daß die deformierbaren, nichtelastischen Elemente aus Schenkelelementen (307, 308; 403; 505, 506) bestehen, die jeweils zusammen mit dem Trägerelement (304; 405; 504) einstückig sind.
  9. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Abweiselement (101; 201; 301; 401) aus Segmenten aus einem Metallprofil besteht, die in Längsrichtung miteinander verbunden sind.
  10. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Abweiselement aus Segmenten besteht, die in Längsrichtung über mindestens ein Kabel (501, 502) miteinander verbunden sind.
  11. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Abweiselement aus Segmenten aus einem Profil aus Nichtmetall besteht, die in Längsrichtung miteinander verbunden sind.
  12. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Trägerelemente (103) jeweils aus einem Bügel, der eine Mittelfläche (115) aufweist, die am vertikalen Sockel (1) anliegt und daran befestigt ist, und zwei Schenkeln (116, 117) bestehen, die im wesentlichen senkrecht zur Mittelfläche (115) verlaufen und das Abweiselement (101) tragen.
  13. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Abweiselement (101; 401) und die Trägerelemente (103, 405) gegeneinander beweglich angeordnet sind, um eine gegenseitige Relativbewegung bei Einwirkung einer auf das Abweiselement (101; 401) ausgeübten Kraft zu ermöglichen.
  14. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die deformierbare, nichtelastische Einheit (100; 200; 300; 400) aus einer Hohlstruktur besteht, die durch Druckverformung deformierbar ist.
  15. Sicherheitsvorrichtung nach Anspruch 14, dadurch gekennzeichnet, daß sie U-förmige Trägerelemente (202; 405) aufweist, bei denen der eine Schenkel am Sockel (1) und der andere Schenkel in der Nähe des oberen Teils der Hohlstruktur (201; 401) befestigt sind, wobei die Trägerelemente (202; 405) jeweils unter Öffnen des "U" deformierbar sind, wodurch die Verformung der Hohlstruktur (201; 401) in Richtung nach unten begünstigt wird.
  16. Sicherheitsvorrichtung nach Anspruch 14, dadurch gekennzeichnet, daß die Hohlstruktur ein elastisches Material (160), wie z.B. einen Kunststoffschaum, Kugeln und dergleichen, enthält.
  17. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Abweiselement (101; 401) ein Profil ist, das eine ausgebauchte Nutzfläche (104; 402) aufweist.
  18. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Abweiselement (401) ein Profil ist, das eine gerippte Nutzfläche (410) aufweist.
  19. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Nutzfläche (402; 410) des Abweiselements (401) durch mindestens eine Flanke (403, 404; 411, 413) verlängert ist.
  20. Sicherheitsvorrichtung nach Anspruch 19, dadurch gekennzeichnet, daß die Flanke (411, 413) durch einen abgebogenen Schenkel (412, 414, 415) verlängert ist.
  21. Sicherheitsvorrichtung nach Anspruch 20, dadurch gekennzeichnet, daß der Schenkel (414) zum Inneren des Profils hin abgebogen ist.
  22. Sicherheitsvorrichtung nach Anspruch 20, dadurch gekennzeichnet, daß der Schenkel (412, 415) zur Außenseite des Profils hin abgebogen ist.
  23. Sicherheitsvorrichtung nach Anspruch 20, dadurch gekennzeichnet, daß der abgebogene Schenkel (414, 415) am unteren Teil des Abweiselements (401) vorgesehen ist und ohne Befestigung am Sockel (1) anliegt.
  24. Sicherheitsvorrichtung nach Anspruch 20, dadurch gekennzeichnet, daß der Schenkel (412) am oberen Teil des Abweiselements (401) vorgesehen ist und am Sockel (1) anliegt und an ihm befestigt ist.
  25. Sicherheitsvorrichtung nach Anspruch 24, dadurch gekennzeichnet, daß das Abweiselement (401) einen im wesentlichen Ω-förmigen Querschnitt besitzt, also eine Nutzfläche (402), zwei zusammenlaufende Flanken (411, 413) und zwei einander gegenüberliegende, auseinanderlaufende Schenkel (412, 415) aufweist, wobei der obere und der untere Schenkel am Sockel (1) anliegen und lediglich der obere Schenkel (412) am Sockel (1) befestigt ist, wobei der untere Schenkel (415) am Sockel (1) abgleiten kann, wenn sich das Abweiselement (401) als Folge einer Stoßbeanspruchung verformt.
EP93403064A 1992-12-18 1993-12-17 Leitplanken mit nicht deformierbaren Trägern und kontinuierlich deformierbaren Leitschienen Expired - Lifetime EP0604277B1 (de)

Applications Claiming Priority (2)

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FR9215294 1992-12-18
FR9215294 1992-12-18

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EP0604277A1 EP0604277A1 (de) 1994-06-29
EP0604277B1 true EP0604277B1 (de) 2002-07-03

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Publication number Priority date Publication date Assignee Title
DE19504025A1 (de) * 1995-02-08 1996-08-22 Tech Sicherheits Syst Gmbh Passive Schutzeinrichtung an Straßen und Autobahnen
FR2891285B1 (fr) * 2005-09-23 2007-12-07 Sec Nevel Sarl Procede d'absorption de choc contre une barriere de securite pour voie de circulation et barriere de securite de mise en oeuvre.
EP1793042A1 (de) * 2005-12-01 2007-06-06 Tubosider S.p.A. Stossfestes Profil für Leitplankenanordnungen
GB0612462D0 (en) * 2006-06-23 2006-08-02 Highway Care Ltd Safety barrier
GB2499368A (en) * 2012-01-13 2013-08-21 Zaun Ltd A temporary barrier assembly with barrier members and arrestor

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7439889U (de) * 1976-06-03 Basalt-Actien-Gesellschaft, 5460 Linz Straßentrenner aus Beton für mehrspurige Autostraßen
FR1306419A (fr) * 1961-11-17 1962-10-13 Barrières routières de sécurité
FR2086626A5 (de) * 1970-04-03 1971-12-31 France Etat
JPS5610400Y2 (de) * 1974-08-14 1981-03-09
BG30024A3 (en) * 1977-08-17 1981-03-16 Ut-, Vasuttervezo Vallalat Reflecting apparatus, especially for roads
AT400342B (de) * 1987-07-20 1995-12-27 Riegler August Leitschiene zur sicherung von verkehrsflächen
FR2631642B1 (fr) * 1988-05-20 1990-09-21 Pomero Claude Dispositif de securite place le long des routes
ES1012459Y (es) * 1990-01-11 1991-03-16 Guerra Navas Antonio Dispositivo protector de impactos para barreras guarda-railes.

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ATE220148T1 (de) 2002-07-15
DE69332074D1 (de) 2002-08-08
EP0604277A1 (de) 1994-06-29

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