EP0758697B1 - Guard rail - Google Patents

Abstract

The central stays (23,24) of the protective plank arrangement (21,22) serving for the releasable fixture to the face sides of the distance braces (6) are arranged in a V-formation in relation to one another. Underneath the ends of the distance braces in V-shape longitudinal channels (30,32) of the protective plank arrangement facing the profile posts (4) contactless support components (42) are provided. Stiffening components and the support components comprise pipe pieces (43) matching the inner concave contour of the longitudinal channels (29,31,30,32), together with tabs (45,47) connecting the pipe pieces with the ends of the distance braces.

Description

The invention relates to a guardrail arrangement according to the features in the preamble of claim 1.

Such a guardrail arrangement counts through the FR 2 701 720 on the prior art. It shows striving for distance with an omega-shaped cross-section. About in is the longitudinal center of each spacer strut that is open at the bottom a cross-sectionally C-shaped sliding sleeve perpendicular to the Welded inside of the bottom. The sliding sleeve will over the upper end of a likewise C-shaped profile post pushed and with this by a screw bolt connected as a predetermined breaking point. The open side of the profile post points in the longitudinal direction of the guardrail arrangement.

Each spacer has stiffeners on the front welded in the form of bent sheets, their cross sections the inner contours of the W-shaped guardrail strands in the area of the central webs and the one above the longitudinal struts are adapted to the longitudinal struts. In the concave areas of the Sheets above the spacer strut hold inclined ones Stiffening tabs on the front of the inner contours the concave areas are adapted with their to Floor-facing narrow sides on the lower wall sections of the concave areas and with them are welded. The other ends of the stiffening tabs lie on the outside of the vertical leg of the Spacer and support with bevelled ends on the horizontal flanges of the spacer. The Stiffening brackets are with the legs and the flanges welded.

This proposal does provide additional stiffening the guardrail strands reached, he takes into account but not the actual requirements for one Guardrail arrangement for median strips according to CEN (European standard).

BE-A-703 928 describes a guardrail arrangement, which two by profiled horizontal distance struts W-shaped held parallel to each other Guardrail strands made up of wedges Guardrails and with the spacer struts over sliding sleeves and predetermined breaking points connected profile posts anchored in the ground having. The end of the spacer struts are in those above the spacer struts and to the profile posts open V-shaped longitudinal channels of the guardrail strands form-fitting stiffening elements attached.

The invention is based on the prior art Based on the task of creating a guardrail arrangement, on the one hand the increased requirements corresponds to the CEN, but on the other hand one Enlargement of the median between two lanes with extensive contour adaptation to an existing one Guard rail arrangement using the existing Profile posts as well as taking into account an economic Avoids retrofitting.

According to the invention, this object is achieved in those listed in the characterizing part of claim 1 Characteristics.

Due to the fact that the central webs of the Guard rail strands each run on an inclined plane, occurs in the event of a vehicle impact a W-shaped guardrail strand initially only the longitudinal bead above a spacer with the Vehicle in contact. Since this longitudinal bead of the Spacer fixed stiffening element supported increased resistance is already achieved as a result. This slides in the further course of the impact Vehicle along the guardrail line and pushes due to its impact the guardrail arrangement in the direction on the adjacent lane, being in the impact area one or more profile posts are bent. With this Then the stiffening elements are released the upper longitudinal channel, since the guard rail strand as longitudinally stretched tape remains. On the other hand, in Impact area contacting the lower support members in the lower longitudinal channel, whereby due to the continued maintenance of the guardrail string the central web from the end faces of the spacer struts solves. Ultimately contacts the one below the distance struts lying longitudinal bead of the impacting vehicle the protective barrier strand facing away from the ground here the support links at the ends of the impact area spacers with the lower longitudinal channel in Touch, with the sliding sleeves coming from the profile posts as well as the web of this guard rail strand from the Front ends of the spacer struts and thereby also the upper stiffening elements from the upper longitudinal channel slide.

Due to the wedge-shaped inclination of the central webs the W-shaped guardrail strands in conjunction with the stiffening elements located above the spacer struts and the one provided below the spacer struts Support members including the special design ratio the outer width of the guardrail assembly in relation to the height of the upper longitudinal edges the guardrail strands from the ground thus become an additional one Power dissipation in the ground achieves what too a better power distribution in the guardrail arrangement leads and thus creates a harmonious redirection.

In addition, the resistance of the guardrail assembly by increasing the material thickness and improving the Material quality can be further increased.

Such a guardrail arrangement is now like internal Experiments have proven, e.g. one Trucks or a bus weighing up to around 30 tons Impact angle of 20 ° and an impact speed of 80 km / h and the energy generated to redirect properly.

An advantageous embodiment of the invention is in the Features of claim 2 sees. The design of the Stiffening elements and the support members from pipe sections as well as the one connecting the pipe pieces with the spacer struts Lashing leads to simple manufacture and for an effective integration between the distance struts and the guardrail lines.

According to claim 3, it is useful if the tabs each with one end the pipe sections form-fitting over about 180 ° reach around. In this area the tabs then also welded to the pipe sections. The others Ends of the tabs are with respect to the stiffening elements on the edge above the spacer struts and with respect to the Support members welded on the edge below the spacer struts. The one preferably extend Protective plank strand assigned tabs of the stiffening elements and the support members each in the same Vertical planes.

According to the features of claim 4 have Spacers have a U-shaped cross section. This simplifies it the production of the distance struts. In the field of Stiffening elements and the support members are the spacer struts reinforced. For this, plate-like Cross bars for use. These are on the one hand on the end faces of the spacer struts, where they have breakaway screws at the same time defining the guardrail strands to serve. There are more cross struts for example in the areas where those facing away from the longitudinal beads struts at the lower ends of the narrow tabs to contact. Also in the area of the profile posts crossbars are provided, which are also the centering serve the C-shaped sliding sleeves. The sliding sleeves are in the of the legs and the bottoms of the spacer struts formed channels each to one leg offset and welded to this and the floor.

A further reinforcement of the guardrail strands will achieved with the features of claim 5. The extension the upper and lower sloping legs of the guardrail strands towards the vertical median longitudinal plane The guardrail arrangement increases the resistance of the entire construction. Besides, will due to the targeted relative position of the pipe sections to the Longitudinal channels and a harmonic to the distance struts Power redirection guaranteed in a rear-end collision.

A particularly advantageous position of the pipe sections of the stiffening elements relative to the pipe sections of the support members with regard to the deformation of the guardrail arrangement in the event of an impact, the features of claim 6 seen.

So that in the final phase of a rear-end collision, d. H. at wide bent profile posts, the spacer struts can be easily removed from the profile posts with the sliding sleeves, is according to claim 7 in the sliding sleeves / predetermined breaking point connection between the profile posts and the distance struts each have the frictional resistance integrated from steel to steel lowering insert. This can be a corresponding plastic act.

Figur 1

Einen vertikalen Querschnitt durch eine Schutzplankenanordnung;

Figur 2

eine Seitenansicht auf einen Längenabschnitt der Schutzplankenanordnung der Figur 1 im Bereich eines Profilpfostens;

Figur 3

eine Draufsicht auf den Längenabschnitt der Figur 2;

Figur 4

in der Perspektive eine Distanzstrebe der Schutzplankenanordnung der Figuren 1 bis 3 und

Figur 5

die Schutzplankenanordnung gemäß der Figur 1 im Ablaufschema bei einem Auffahrunfall.

The invention is explained below with reference to an embodiment shown in the drawings. Show it:

Figure 1

A vertical cross section through a guardrail arrangement;

Figure 2

a side view of a longitudinal section of the guardrail arrangement of Figure 1 in the region of a profile post;

Figure 3

a plan view of the longitudinal section of Figure 2;

Figure 4

in perspective a spacer strut of the guardrail arrangement of Figures 1 to 3 and

Figure 5

the guardrail arrangement according to Figure 1 in the flow diagram in a rear-end collision.

1 in FIGS. 1 to 3 and 5 is a guardrail arrangement referred to as on a median 2 between two lanes, not shown is on which car traffic in opposite directions Direction takes place. The guardrail arrangement 1 has a variety of anchored in the ground 3 at a distance C-shaped profile post 4.

With the upper end 5 of each profile post 4 is one extending across the lanes, in cross section U-shaped spacer 6 releasably connected. To this Purpose is in the middle of the spacer 6 in cross section C-shaped sliding sleeve 7 in the through the bottom 8 and the two legs 9 of the spacer 6 formed channel 10 fixed by welding downwards. The sliding sleeve 7 is arranged off-center. Two next to the sliding sleeve 7 between the legs 9 incorporated plate-like Crosspieces 11 serve to stiffen the spacer strut 6 and the attachment of the sliding sleeve 7. Die Sliding sleeve 7 has an inner cross section, softer the outer cross section of the profile post 4 taking into account corresponds to a sliding play. The connection between the profile post 4 and the sliding sleeve 7 through a predetermined breaking point 12 in the form of a screw bolt with Mother.

Between the legs 13 of the sliding sleeve 7 and the legs 14 of the profile post 4 are plate-like, through Provided screws 16 plastic inserts 15, which reduce the frictional resistance from steel to steel (Figs. 1 and 3).

The front ends of the spacer strut 6 are welded in plate-like crosspieces 17 closed. The Crosspieces 17 each extend at an angle Plane E-E at an angle α of 10 ° to the vertical V (Fig. 1). Bores 18 are provided in the center of the crossbars 17, which together with bolts 19 and nuts 20 as predetermined breaking points of the releasable attachment of two W-shaped guardrail strands 21, 22 on the spacer strut 6 serve (Fig. 1 and 2). The guardrail strands 21, 22 are shot in a manner not illustrated detachably composed of individual safety barriers.

The definition of the guardrail strands 21, 22 on one Distance strut 6 takes place according to FIG. 1 via a central plane Have webs 23, 24. Above and below the webs 23, 24 the guardrail strands 21, 22 from the profile post 4 directed longitudinal beads 25, 26 and 27, 28 with inner V-shaped longitudinal channels 29, 30 and 31, 32 and from the longitudinal beads 25, 26 and 27, 28 kinked upper and lower legs 33, 34 and 35, 36, respectively. The upper legs 35, 36 run obliquely upwards in the direction of vertical median longitudinal plane VML of the guardrail arrangement 1, while the lower legs 34, 36 essentially extend parallel to the spacer 6. The Longitudinal edges 37, 38 and 39, 40 of each guard rail strand 21, 22 run in a sloping plane E1-E1, the post side arranged at a parallel distance next to the plane E-E is in which the webs 23, 24 of the guardrail strands 21, 22 extend.

End of the spacer 6 are above the spacer 6 stiffening elements 41 and below the spacer 6 support members 42 attached (Fig. 1 - 4).

Each stiffening element 41 has a wider than that Spacer 6 dimensioned pipe section 43, which by its Contour to the concave inner contour of the longitudinal channels 29, 31 is adapted above the spacer 6. At a distance of the end faces of the pipe section 43 are between the pipe section 43 and the surface 44 of the spacer strut 6 narrow oblique tabs 45 welded in. To this Purpose are the ends of the spacer strut 6 Tabs 45 according to the peripheral contour of the Except for pipe section 43. Here are the tabs 45 too welded to the pipe section 43.

In the normal standby position of the guardrail assembly 1 according to Figures 1 to 3 and 5, right figure are the pipe sections 43 of the stiffening elements 41 with contact in the longitudinal channels 29, 31 of the guardrail strands 21, 22 above the spacer 6.

The support members provided below the spacer 6 42 also have tube pieces 46, the length of which corresponds to the pipe sections 43 of the stiffening elements 41. The pipe pieces 46 grip without contact with large Distance in the lying below the spacer 6 concave longitudinal channels 30, 32 of the guardrail strands 21, 22 a. The pipe pieces 46 are also with tabs 47 the spacer 6 connected. The tabs 47 extend are in the same vertical planes as the tabs 45 of the Stiffening elements 41.

The outer ends of the tabs 47 are also on the Adjusted outer contour of the tube pieces 46 and with these welded.

The tabs 45, 47 are on the top and bottom of the Spacer 6 welded that the profile post 4th Narrow sides 48 facing away from the end face of the spacer strut 6 ends, while the others facing the profile post 4 Narrow sides 49 at a distance from the crosspieces 17 lie. The spacer strut 6 is located in these transverse planes by further welded plate-like crosspieces 50 stiffened.

In the standby position of the guardrail arrangement 1 according to Figures 1 to 3 and 5, right Fig the longitudinal axes 51 52 of the pipe sections 43, 46 one Guard rail strand 21, 22 in a plane E2-E2, which in Angle β of 10 ° both to the longitudinal axis plane E1-E1 and is also arranged to the web plane E-E. Cut it the web plane E-E and the longitudinal edge plane E2-E2 approximately in the longitudinal axis 52 of the pipe section 46 of the support member 42 (Fig. 1).

The ratio of the distance D of the two guardrail strands 21, 22 in the region of the profile post 4 facing away upper longitudinal beads 25, 27 to the distance A of the upper Longitudinal edges 37, 39 of the guardrail strands 21, 22 from the surface 53 of the bottom 3 is 1.25: 1 (Fig. 1).

For example, hits a truck with up to 30 t under one Angle γ of 20 ° (Fig. 3) at a speed of 80 km / h on the guardrail line 22 according to the right 5, the truck first contacts the stiffened by the stiffening elements 41 Longitudinal bead 27. He then presses the guardrail assembly 1 towards the other lane, where the profile posts 4 incline in the impact area. At this process then loosen the stiffening elements 41 from the upper longitudinal channel 31 of the guard rail strand 22, the longitudinal bracing of the Guardrail strand 22 ensures that the predetermined breaking points 18, 19, 20 between the guardrail strand 22 and the crossbars 17 on the end face of the spacer struts 6 be loaded (Fig. 5, middle fig.). With further stress The predetermined breaking points 18, 19, 20 then tear (left figure of Figure 5), with the lower support member 42 in the lower longitudinal channel 32 of the guard rail line 22 engages positively and contacting.

Is the guardrail arrangement 1 according to the left Figure 5 as far as pushed away from the truck, that the guardrail strand 21 contacts the floor 3, the support member 42 is now in a form-fitting manner in the Longitudinal channel 30, while the stiffening element 41 has released from the longitudinal channel 29 and the predetermined breaking point 18, 19, 20 of this guard rail strand 21 is broken. The guardrail strand 21 is still under the band-like longitudinal tension.

At the same time it can be seen that with this further transverse movement the band-like longitudinal tensioning of the guardrail strands 21, 22 has ensured that the predetermined breaking points 12 between the sliding sleeves 7 and the profile posts 4 at least partially torn in the impact area are and the distance struts 6 with the sliding sleeves 7 detached from the upper ends 5 of the profile posts 4 to have.

List of reference symbols

1 -

Guardrail arrangement

2 -

Median

3 -

ground

4 -

Profile post

5 -

upper ends of 4th

6 -

Spacer

7 -

Sliding sleeve

8th -

Floor v. 6

9 -

Thigh v. 6

10 -

Channel in 6

11 -

Cross bars next to 7

12 -

Predetermined breaking point

13 -

Thigh v. 7

14 -

Thigh v. 4th

15 -

Plastic inserts

16 -

Screws

17 -

Cross bars on the front v. 6

18 -

Holes in 17th

19 -

Bolts

20 -

Nuts

21 -

Guardrail strand

22 -

Guardrail strand

23 -

Steg v. 21

24 -

Steg v. 22

25 -

Longitudinal bead v. 21

26 -

Longitudinal bead v. 21

27 -

Longitudinal bead v. 22

28 -

Longitudinal bead v. 22

29 -

Longitudinal channel v. 25th

30 -

Longitudinal channel v. 26

31 -

Longitudinal channel v. 27

32 -

Longitudinal channel v. 28

33 -

whether. thigh v. 21

34 -

lower thigh v. 21

35 -

whether. thigh v. 22

36 -

lower thigh v. 22

37 -

ob. Longitudinal edge v. 21

38 -

lower longitudinal edge of 21

39 -

ob. Longitudinal edge v. 22

40 -

lower longitudinal edge of 22

41 -

Stiffening elements

42 -

Support members

43 -

Pipe pieces from 41

44 -

Surface v. 6

45 -

Tabs between 43 and 44

46 -

Pipe pieces from 42

47 -

Tabs between 46 u. 6

48 -

Narrow sides v. 45, 47

49 -

Narrow sides v. 45, 47

50 -

Crossbars

51 -

Longitudinal axes v. 43

52 -

Longitudinal axes v. 46

53 -

Surface v. 3rd

α -

Angle between E-E u. V

β -

Angle between E2-E2 u. E-E

γ -

Angle between truck and 22

A -

Distance between 37, 39 u. 3rd

E-E -

Level v. 17th

E1-E1 -

Level v. 37, 38 and 39, 40

E2-E2 -

Level v. 51, 52

D -

Distance between 25 and 27

Truck -

Trucks

V -

vertical

VML -

vertical median longitudinal plane v. 1

Claims (7)

1. A crash barrier arrangement, comprising two W-shaped crash barrier lengths (21, 22) which are spaced in parallel relationship by means of profiled horizontal spacer struts (6), and which consist of crash barrier sections fitted together and having top longitudinal edges (37, 39), top longitudinal beads (25, 27) and central webs (23, 24), the said arrangement further comprising profiled posts (4) which are connected to the spacer struts (6) via sliding sleeves (7) and intentional breaking points (12), the said posts (4) being anchored in the ground (3), while reinforcing elements (41) which engage positively in the V-shaped longitudinal channels (29, 31) of the crash barrier lengths (21, 22), which longitudinal channels (29, 31) are open towards the profiled posts (4) and are situated above the spacer struts (6), are fixed at the ends thereof, characterised in that the central webs (23, 24) of the crash barrier lengths (21, 22), which webs serve for releasable fixing at the end faces of the spacer struts (6), are disposed in the form of a V-arrangement with the V-angle opening in the upward direction, and support members (42) which engage without contact in the V-shaped longitudinal channels (30, 32) of the crash barrier lengths (21, 22), which longitudinal channels (30, 32) are situated beneath the ends of the spacer struts (6) and face the profiled posts (4), are provided beneath the ends of the spacer struts (6), the ratio of the distance (D) of the two crash barrier lengths (21, 22) in the region of the top longitudinal beads (25, 27) remote from the profiled posts (4) to the distance (A) of the top longitudinal edges (37, 39) of the crash barrier lengths (21, 22) from the ground (3) being about 1.25:1.
2. A crash barrier arrangement according to claim 1, characterised in that the reinforcing elements (41) and the support members (42) consist of tubular members (43, 46) which are adapted to the internal concave contour of the longitudinal channels (29, 31; 30, 32) in the crash barrier lengths (21, 22), and of plates (45, 47) connecting the tubular members to the ends of the spacer struts (6).
3. A crash barrier arrangement according to claim 3, characterised in that the plates (45, 47) each engage positively by one end around the tubular members (43, 46) over an angle of about 180° and are connected thereto by welding and are welded by the other end at the edges to/under the spacer struts (6).
4. A crash barrier arrangement according to any one of claims 1 to 3, characterised in that the spacer struts (6), which have a U-shaped cross-section with downwardly directed limbs (9), are provided with welded-in cross-webs (17, 50, 11) in the region of the reinforcing elements (41), the support members (42) and the profiled posts (4).
5. A crash barrier arrangement according to any one of claims 2 to 4, characterised in that the two longitudinal edges (37, 38; 39, 40) of each crash barrier length (21, 22) extend in an oblique plane (E1-E1), which is disposed on the post side in parallel spaced relationship beside the plane (E-E) in which the web (23, 24) of the crash barrier length (21, 22) extends, the plane (E2-E2) in which the longitudinal axes (52, 52) of the tubular members (43, 43) extend being disposed at the angle (β) both to the longitudinal edge plane (E1-E1) and to the web plane (E-E).
6. A crash barrier arrangement according to claim 5, characterised in that the web plane (E-E) and the longitudinal axis plane (E2-E2) of the tubular members (43, 46) intersect substantially on the longitudinal axis (52) of the tubular member (46) of the support member (42).
7. A crash barrier arrangement according to any one of claims 1 to 6, characterised in that an insert (15) which reduces the frictional resistance of steel on steel is incorporated in the sliding sleeve/intentional breaking point connection (5, 7, 12) between a profiled post (4) and a spacer strut (6).

Images