EP0641893B1 - Barrière routière en béton - Google Patents

Barrière routière en béton Download PDF

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Publication number
EP0641893B1
EP0641893B1 EP94113590A EP94113590A EP0641893B1 EP 0641893 B1 EP0641893 B1 EP 0641893B1 EP 94113590 A EP94113590 A EP 94113590A EP 94113590 A EP94113590 A EP 94113590A EP 0641893 B1 EP0641893 B1 EP 0641893B1
Authority
EP
European Patent Office
Prior art keywords
rails
coupling
longitudinal
intermediate member
crash 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.)
Expired - Lifetime
Application number
EP94113590A
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German (de)
English (en)
Other versions
EP0641893A1 (fr
Inventor
Peter Rausch
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0641893A1 publication Critical patent/EP0641893A1/fr
Application granted granted Critical
Publication of EP0641893B1 publication Critical patent/EP0641893B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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 concrete guide wall for traffic routes from interconnectable individual elements, each individual element being provided on its two narrow end faces with a coupling rail with at least approximately C or T-shaped cross-section, each coupling rail directly or indirectly via an intermediate link with a coupling rail adjacent individual element is connectable, and wherein the two mutually opposite coupling rails of each individual element are connected to one another by a longitudinal element consisting of longitudinal bars and narrow sides.
  • this concrete baffle element has the disadvantage that it has a relatively low strength.
  • a concrete baffle has become known from the published patent application DE 39 42 838. It can be seen from this that a longitudinal element is fastened with its two narrow sides to the rear sides of the coupling rails of a single element. The narrow sides are formed by vertical round bars.
  • This known concrete baffle can only absorb longitudinal tensile forces to a limited extent; in the event of transverse forces, the coupling rails are deformed and the concrete baffle is destroyed in the area of the couplings. This can also lead to the failure of the tension band effect.
  • the object of the invention is now to provide a concrete baffle which is more stable, is able to absorb higher longitudinal and transverse forces, and in which destruction in the coupling area can only occur under significantly higher loads.
  • this object is achieved in that the narrow sides of the longitudinal element consist of I- or T-shaped profile rails with at least one longitudinal web and transverse flanges, wherein the coupling rails are welded to the transverse flanges on the rear sides of the profile rails or integrated into the profile rails and connected to them.
  • the coupling rails are reinforced in the longitudinal and transverse directions and it is particularly advantageously possible to force the longitudinal rods into the coupling rails via the longitudinally oriented webs of the profiled rails or the like.
  • the profile rails or the like of the narrow sides of the longitudinal elements have flanges which protrude laterally beyond the associated coupling rail, then an even higher stiffening and, in addition, a substantially improved anchoring of the coupling rail is achieved.
  • the longitudinal bars of the longitudinal element are welded to the upper and lower end faces of the webs of the profiled rails, the ends of the longitudinal bars being at a safety distance from the rear wall of the associated coupling rail and the profiled rails and the associated coupling rails each without Longitudinal bars - are galvanized in one piece.
  • the coupling rails can be galvanized cheaply and efficiently with the profile rails as relatively compact units without bulky longitudinal bars.
  • the galvanized units can also be easily installed in the formwork of the concrete guide wall components. Now it is too easily possible to weld the longitudinal bars to the webs of the profile rails, whereby length tolerances of different formwork can be compensated.
  • the safety distance prevents the galvanizing of the rear wall of the coupling rail from being damaged as a result of the welding work, and at the same time causes the end of the (non-galvanized) longitudinal rod to have a concrete cover.
  • the rails of the narrow sides of a longitudinal element are divided into two or more sections, with further longitudinal bars being arranged between the upper and lower longitudinal bars, the ends of which are integrated between the webs of the profiled bars, which are spaced apart by approximately one longitudinal bar diameter, and with the upper and lower sections are welded.
  • the interaction of coupling rails and intermediate members can be advantageously achieved if, in the case of coupling rails with at least approximately C-shaped cross section and approximately trapezoidal supporting legs, the intermediate member has an approximately I-shaped cross section and into the coupling rail is insertable, the transversely projecting flanges of the intermediate member on the sides facing the support legs are essentially adapted to the shape of the support legs, and wherein the contact between flanges and support legs is given near the flange ends or near the support leg approaches.
  • the coupling rails lie on the narrow end faces of the individual elements in vertical slots which are open at the bottom but closed at the top, the intermediate element being insertable from below or the individual elements from can be pushed onto the pontic at the top.
  • This embodiment ensures that the coupling area is largely protected from the weather and de-icing salts from above. In addition, it is not possible for unauthorized persons to remove intermediate links.
  • the invention also includes an embodiment in which to support the fulfillment of its task it can be provided that two interconnected adjacent individual elements are spaced apart by wedges, spacers or the like arranged in the joint between the two facing narrow end faces.
  • the intermediate links or the connection of the two adjacent individual elements are brought into tension or in a non-positive state.
  • the wedges, spacers or the like are under pressure at the same time, so that the concrete guide wall consisting of the two individual elements - in the broader sense of many individual elements - is formed into a relatively rigid structure.
  • the interaction of the individual elements and the behavior of the concrete guide wall composed of these individual elements is thus significantly improved with regard to the side impact of motor vehicles.
  • the feared buckling or breaking through of a concrete baffle is largely prevented.
  • wedges, spacers or the like are now stored in vertical, approximately groove-shaped recesses in the narrow end faces, they also act as bars against transverse forces, cross impacts or transverse movement of the individual elements against each other.
  • the wedges or the like are designed as tubular pieces and are stored in vertical recesses which are conical and narrower towards the bottom, then advantageous handling and effect are predetermined.
  • the pipe sections can be inserted from above into the recesses opposite one another and forming a vertical hole and driven in until the connection is force-locked. In the event of a collision with vehicles, kinetic energy can be dissipated through the deformation of the pipe sections without the individual elements being damaged or destroyed.
  • the individual element 1 of a concrete guide wall according to the invention is shown in FIG. 1 as a transparent body with dashed outlines.
  • Coupling rails 3 are arranged on the two narrow end faces 2, which have an at least approximately C-shaped cross section.
  • a longitudinal element 5 is provided which connects the two coupling rails to one another.
  • the longitudinal element consists of two longitudinal bars 5 'and its two narrow sides 6 are formed by profiled rails 7. These profile rails have a T-profile, the web 7 'of which is longitudinally aligned and the two flanges 7''of which are standing.
  • the longitudinal bars 5' are welded to the upper and lower end faces of the webs 7 '.
  • the two coupling rails 3 lie in slots 9 and are drawn up to the apex of the individual element 1.
  • Fig. 2 shows the left half of a longitudinal element 5 which is welded to a coupling rail 3.
  • This longitudinal element has three longitudinal bars 5 '.
  • the profile rails 7 are again T-shaped in this embodiment, the profile rail being divided into two sections.
  • the upper and lower section are spaced from each other in the extent of the diameter of the longitudinal bars 5 '. This makes it possible to insert the middle longitudinal bar between the webs 7 'of the section rail sections and to weld them in at the top and bottom. This means that the force is applied absolutely centrally.
  • the upper and lower longitudinal bars are welded to the end faces of the webs 7 ', as a result of which the introduction of force also takes place in the main plane of the overall construction.
  • a safety distance a is maintained between the ends of the longitudinal bars and the rear wall so as not to damage the galvanizing of the coupling rail during welding.
  • the flanges 7 ′′ of the profile rails 7 project laterally over the coupling rail 3 and thus form a particularly secure stiffening in the transverse direction and, moreover, they ensure a solid anchoring of the built-in parts in the concrete.
  • the coupling rail 3 shown in FIG. 3 with a profile rail 7 welded to it as the narrow side of a longitudinal element together form a unit for the galvanizing. Since the longitudinal bars are not yet welded on, such units can be handled well and galvanized without any problems.
  • the coupling rail is at least approximately C-shaped trained, whereas the profile rail has I-shape.
  • the web 7 ' is aligned longitudinally and lies in the main plane of the overall construction, the flanges 7 "project laterally beyond the coupling rail.
  • Fig. 4 shows an oblique view of a coupling rail 3, on the back of which a profile rail 7 is connected.
  • the profile rail is integrated into the coupling rail.
  • the flanges 7 "of the profile rail form a unit with the rear wall of the coupling rail.
  • the coupling rail and the profile rail forming a narrow side of a longitudinal element 5 can be made in one piece, for example extruded.
  • the welded-on coupling rail 3 has an I-shape and is suitable for being connected directly (without any further intermediate link) to the approximately C-shaped coupling rail of an adjacent individual element.
  • the ends of the longitudinal bars 5 ' have a safety distance a from the rear of the coupling rail.
  • Fig. 6 shows schematically in plan another way to design the narrow side of a longitudinal element.
  • the profile rail 7 is given by two C-profiles, the webs of which are aligned longitudinally.
  • a longitudinal bar 5 ' is welded between the webs.
  • the profile rails are welded to the coupling rail 3.
  • Fig. 7 shows a partial floor plan, in which a coupling rail 3 is shown with an intermediate member 4 inserted therein.
  • the coupling rail has an approximately C-shaped cross section with approximately trapezoidal support legs 8, as are found in common anchor rails (e.g. Halfen rails).
  • the I-shaped intermediate member has flanges 4 'which are essentially adapted to the shape of the support legs on the side facing the support legs. Experience has shown that the points of contact are close to the flange ends or near the support leg approaches.
  • Fig. 8 the head of a single element 1 with the visible narrow end face 2 can be seen.
  • An approximately C-shaped coupling rail 3 lies in a vertical slot 9. The slot is open at the bottom, closed at the top.
  • An approximately I-shaped intermediate member 4 can be inserted from below into the coupling rail or the individual element can be pushed onto a pre-assembled intermediate member from above.
  • vertical, approximately trough-shaped recesses 11 can be seen in the end face, which are designed for the reception or storage of wedges 10 or the like.
  • a wedge is a piece of pipe that is chamfered on the underside.
  • the recesses can be conical in shape, being too narrow at the bottom.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Finishing Walls (AREA)
  • Food-Manufacturing Devices (AREA)

Claims (10)

  1. Muret de sécurité en béton pour la voirie constitué d'éléments (1) individuels à assembler, chaque élément (1) individuel présentant sur chacune de ses deux faces frontales (2) étroites un rail d'assemblage (3) possédant une section transversale au moins approximativement en C ou en T, chaque rail d'assemblage (3) pouvant être assemblé à un rail d'assemblage (3) d'un élément individuel (1) adjacent, directement ou indirectement par un élément intermédiaire (4), les deux rails d'assemblage (3) de chaque élément individuel (1) situés l'un en face de l'autre étant reliés par un élément longitudinal (5) composé de barres longitudinales (5') et de petits côtés (6), caractérisé en ce que les petits côtés (6) de l'élément longitudinal (5) sont constitués de rails profilés (7) comportant au moins une âme longitudinale (7') et des ailes transversales (7"), les rails d'assemblage (3) étant soudés aux ailes transversales (7") sur la face arrière des profilés (7) ou intégrés dans les profilés (7) et fixés à ceux-ci.
  2. Muret en béton selon la revendication 1, caractérisé en ce que les profilés (7) des petits côtés (6) des éléments longitudinaux (5) présentent des ailes (7") en saillie latéralement du rail d'assemblage (3) qui leur est associé sous la forme d'une aile de rigidification.
  3. Muret en béton selon l'une quelconque des revendications 1 ou 2, caractérisé en ce que les barres longitudinales (5') de l'élément longitudinal (5) sont soudées aux faces frontales supérieures et inférieures des âmes (7') des profilés (7), les extrémités des barres longitudinales (5') présentant une distance de sécurité (a) par rapport à la face arrière des rails d'assemblage (3) et les rails d'assemblage (3) correspondants étant chacun galvanisés d'une seule pièce, sans barres longitudinales (5').
  4. Muret en béton selon l'une quelconque des revendications 1, 2 ou 3, caractérisé en ce que les profilés (7) des petits côtés (6) de l'élément longitudinal (5) sont fractionnés en deux ou plusieurs tronçons, des barres longitudinales (5') supplémentaires étant disposées entre la barre supérieure et la barre inférieure, dont les extrémités sont engagées entre les âmes (7') des profilés (7), distantes l'une de l'autre d'environ la dimension du diamètre d'une barre longitudinale, et soudées respectivement au tronçon supérieur et inférieur.
  5. Muret en béton selon l'une quelconque des revendications 1, 2, 3 ou 4, caractérisé en ce que lorsque les rails d'assemblage (3) présentent une forme de section transversale approximativement en C et des retours porteurs (8) sensiblement en forme de trapèze, l'élément intermédiaire (4) présente une section transversale sensiblement en forme de I et peut être introduit dans le rail d'assemblage (3), les ailes (4') transversales de l'élément intermédiaire (4) sont sensiblement adaptées à la forme des retours porteurs (8) sur leurs faces en regard de celles-ci, le contact entre les ailes (4') et les retours porteurs (8) s'opérant à proximité des extrémités des ailes ou des épaulements des retours porteurs.
  6. Muret en béton selon l'une quelconque des revendications 1 à 5, caractérisé en ce que les rails d'assemblage (3) reposent au niveau des faces frontales étroites (2) des éléments individuels (1) dans des fentes (9) verticales, ouvertes vers le bas mais fermées vers le haut, ltélément intermédiaire (4) pouvant être introduit par le bas ou les éléments individuels (1) pouvant être glissés par le haut sur l'élément intermédiaire (4).
  7. Muret en béton selon la revendication 6, caractérisé en ce que l'élément intermédiaire (4) pénètre dans le sol ou est enfoncé dans le sous-sol ou encastré dans une fondation en béton.
  8. Muret en béton selon l'une quelconque des revendications 1 à 7, caractérisé en ce que deux éléments individuels (1) assemblés entre eux sont maintenus à distance l'un de l'autre par des clavettes (10), des entretoises ou similaires disposées dans la fente entre les deux faces frontales (2) en regard.
  9. Muret en béton selon la revendication 8, caractérisé en ce que les clavettes (10), entretoises ou similaires sont logées dans des évidements verticaux (11) des faces frontales (2) approximativement en forme de canal.
  10. Muret en béton selon la revendication 9, caractérisé en ce que les clavettes (10), entretoises ou similaires consistent en des tronçons tubulaires et en ce que les évidements (11) ont une forme conique et sont rétrécis vers le bas.
EP94113590A 1993-09-07 1994-08-31 Barrière routière en béton Expired - Lifetime EP0641893B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT1793/93 1993-09-07
AT179393 1993-09-07

Publications (2)

Publication Number Publication Date
EP0641893A1 EP0641893A1 (fr) 1995-03-08
EP0641893B1 true EP0641893B1 (fr) 1997-08-06

Family

ID=3521096

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94113590A Expired - Lifetime EP0641893B1 (fr) 1993-09-07 1994-08-31 Barrière routière en béton

Country Status (4)

Country Link
EP (1) EP0641893B1 (fr)
AT (1) ATE156548T1 (fr)
DE (1) DE59403623D1 (fr)
ES (1) ES2107095T3 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009147586A1 (fr) 2008-06-04 2009-12-10 Heinz Schnorpfeil Bau Gmbh Dispositif de guidage de la circulation
DE102008026661A1 (de) 2008-06-04 2009-12-10 Heinz Schnorpfeil Bau Gmbh Verkehrsleitwand
DE102008049966C5 (de) * 2008-10-02 2014-10-30 Linetech Gmbh & Co. Kg Anschluss für eine Verkehrsleitwand

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2754281B1 (fr) * 1996-10-09 1998-12-04 Snc Star Bloc separateur mobile pour voies de chaussees routieres ou autoroutieres ainsi que procede de fabrication de tels blocs
FR2783534B1 (fr) * 1998-09-18 2000-12-15 Georges Bukiatme Element de protection pour chantier et barriere de protection de chantier correspondante
DE10316911A1 (de) * 2003-04-12 2004-10-28 Nordbeton Gmbh Fahrbahntrennelement, das als auf eine Unterlage aufstellbarer Wandabschnitt ausgebildet ist
FR2862673B1 (fr) * 2003-11-21 2007-05-25 Saint Gobain Stradal Bloc allonge formant barriere telle qu'une barriere de securite pour voie de circulation routiere
DE102008045518B4 (de) * 2008-09-03 2014-09-04 Reiff-Beton Gmbh & Co Kg Betonschutzwand
AT507611B1 (de) * 2008-11-20 2010-08-15 Mathias Mag Redlberger Verbindungseinrichtung zum verbinden von trennelementen für verkehrsflächen
DE102009011504B4 (de) * 2009-03-06 2016-02-18 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem aus Stahlblechen
FI128216B (fi) * 2009-04-03 2019-12-31 Rudus Betonituote Oy Ajotien reunaan tai kaistoja erottamaan asetettava kaide sekä menetelmät kaide-elementtien kiinnittämiseksi toisiinsa ja irrottamiseksi toisistaan
AT11483U1 (de) * 2009-06-15 2010-11-15 Kirchdorfer Fertigteilholding Zugelement
WO2011040902A1 (fr) * 2009-09-29 2011-04-07 Budd Michael L Sr Barrière médiane de séparation de trafic
AT509359B1 (de) * 2010-01-21 2012-02-15 Rebloc Gmbh Trennelement für verkehrsflächen
FI128718B (fi) * 2015-04-27 2020-10-30 Tartuntamarkkinointi Oy Kiinnitysjärjestely kaide-elementtien kiinnittämiseksi ja kaide
ES2767023B2 (es) 2018-12-14 2020-12-21 Ingecid Investig Y Desarrollo De Proyectos S L Barrera de seguridad vial
IT201900016088A1 (it) * 2019-09-11 2021-03-11 Anas S P A Barriera di sicurezza stradale
IT202100015191A1 (it) 2021-06-10 2022-12-10 Paver S P A Barriera stradale
SE2150947A1 (en) * 2021-07-15 2023-01-16 Smartprotect Nordic Ab Safety barrier and safety barrier system

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Publication number Priority date Publication date Assignee Title
DE2331168A1 (de) * 1973-06-19 1975-01-16 Peter Dipl Ing Bofinger Verkettungsschloss fuer vorgefertigte betonleitplanken
SE399084B (sv) * 1976-05-11 1978-01-30 Almer Bengt Oennert Betongblock
ES2005324A6 (es) * 1987-09-15 1989-03-01 Garcia Ballesteros Angel Un procedimiento de fabricacion in situ de medianas de seguridad en carreteras.
US4844652A (en) * 1988-06-06 1989-07-04 Schrougham Benton Self-aligning curbing modules
US5046884A (en) 1989-01-17 1991-09-10 Marino Girotti Roadway traffic barriers
DE3942838C2 (de) 1989-12-23 1995-06-22 Rausch Peter Betonleitwand

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009147586A1 (fr) 2008-06-04 2009-12-10 Heinz Schnorpfeil Bau Gmbh Dispositif de guidage de la circulation
DE102008026661A1 (de) 2008-06-04 2009-12-10 Heinz Schnorpfeil Bau Gmbh Verkehrsleitwand
EP2333160A1 (fr) 2008-06-04 2011-06-15 Heinz Schnorpfeil Bau Gmbh Dispositif de guidage de la circulation
DE102008026661B4 (de) * 2008-06-04 2012-10-25 Heinz Schnorpfeil Bau Gmbh Verkehrsleitwand
DE202009018891U1 (de) 2008-06-04 2014-03-31 Heinz Schnorpfeil Bau Gmbh Verkehrsleiteinrichtung
DE102008049966C5 (de) * 2008-10-02 2014-10-30 Linetech Gmbh & Co. Kg Anschluss für eine Verkehrsleitwand

Also Published As

Publication number Publication date
ATE156548T1 (de) 1997-08-15
ES2107095T3 (es) 1997-11-16
EP0641893A1 (fr) 1995-03-08
DE59403623D1 (de) 1997-09-11

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