EP1381737B1 - Ensemble terminal pour systemes de retenue en profiles d'acier disposes lateralement sur des arteres de communication - Google Patents

Ensemble terminal pour systemes de retenue en profiles d'acier disposes lateralement sur des arteres de communication Download PDF

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Publication number
EP1381737B1
EP1381737B1 EP01274154A EP01274154A EP1381737B1 EP 1381737 B1 EP1381737 B1 EP 1381737B1 EP 01274154 A EP01274154 A EP 01274154A EP 01274154 A EP01274154 A EP 01274154A EP 1381737 B1 EP1381737 B1 EP 1381737B1
Authority
EP
European Patent Office
Prior art keywords
terminal according
damping device
terminal
impact damping
impact
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
EP01274154A
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German (de)
English (en)
Other versions
EP1381737A1 (fr
Inventor
Karl Urlberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SPS Schutzplanken GmbH
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SPS Schutzplanken GmbH
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Publication date
Application filed by SPS Schutzplanken GmbH filed Critical SPS Schutzplanken GmbH
Publication of EP1381737A1 publication Critical patent/EP1381737A1/fr
Application granted granted Critical
Publication of EP1381737B1 publication Critical patent/EP1381737B1/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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/143—Protecting devices located at the ends of barriers
    • 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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements

Definitions

  • the invention relates to a terminal for laterally arranged on roads or lanes restraint systems wherein the terminal consists of steel sections, a lowering comprises, which can be arranged in front of and behind the restraint systems, and which merges substantially continuously into the restraint system and at least at the beginning of the terminal a displaceable deformation impact damping device which is arranged wholly or partly on the lowering.
  • a terminal which clamps an impacting vehicle in a frame.
  • This frame is designed so that it can slide on a slide, along a guard rail, wherein it moves with the turntable arranged guardrail.
  • a terminal is described which, similar to the first embodiment variant, has a frame at the beginning of the terminal which projects an impacting vehicle Pinching can absorb.
  • the frame is guided on a rail which is embedded in a ramp-like rising base.
  • ADIEM impact absorber which is also from Transportation Research Record 1367, page 94 et seq., Under the article "ADIEM: Low Cost Terminal for Concrete Barriers" as a terminal for a concrete-made guidance is known.
  • ADIEM Low Cost Terminal for Concrete Barriers
  • a concrete guide wall in the initial area has a low ramp or sink on which energy-absorbing elements of slightly reinforced concrete modules made of perlite are placed with extremely low strength.
  • the transverse band has a predetermined distance from the bottom of the module. The projecting down in this way T-profile is held with its transverse band in a dovetail guide on the normal concrete subsidence.
  • these concrete modules held firmly in place are pulverized by the impacting vehicle, thereby dissipating the energy. If the impact energy is sufficiently large or if the impact occurs in the end region of the lowering, the vehicle collides with the concrete guiding device, which begins with a step after lowering.
  • the invention has the object of developing a terminal on a restraint system of steel profiles so that a vehicle is not driven into an above-mentioned dangerous situation.
  • a displaceable deformation impact damping device is provided which is arranged wholly or partly on the reduction.
  • the impact damping device has a graded damping behavior.
  • the lowering is designed as a slideway for a driven-up vehicle.
  • the slideway is advantageously formed by two substantially parallel to each other arranged steel protection planks, which are anchored with their beginning in the ground and pass at its end in the restraint system.
  • two spaced rails are formed, which give the vehicle a certain stability when it comes to the ramp-like lowering ascended.
  • the impact damping device is held on a receptacle arranged on the lowering, which preferably consists of an angle profile.
  • An advantageous embodiment of the impact damping device is to be seen in that it consists essentially of several consecutively set tubular structures. These tubular structures advantageously have a smaller transverse dimension than the depression is wide.
  • the impact damping device consisting of the tubular structures can be held on fastening shields at least in the region of the posts. In this way, a stable attachment of the impact damping device is ensured on the lowering.
  • the impact damping device In order to ensure a reliable function, it is advantageous for the impact damping device to be supported in the end region by a final training serving as a run-up block. As a result, it can be achieved that a vehicle comes to a standstill on the guy ramp.
  • the desired damping behavior can be achieved, in particular, by virtue of the fact that the impact damping device has a plurality of sections which are equipped with a preset identical or different damping.
  • the different damping can be adjusted by a different height of the tubular structure and / or by inserting tubular structures of smaller diameter dimensions.
  • the displaceable deformation-impact damping device is disposed completely on the restraint system. This can e.g. be in curves with adjacent dangerous obstacles or on bridges or in tunnels.
  • Fig. 1 shows a terminal of a designed as steel guard rail device made of steel profiles restraint system, as is commonly used on the roads to stop and deflect vehicles, so that they Do not leave the street or even cross the median strip of a motorway and get into oncoming traffic.
  • Such structures are each provided at the beginning and at the end with a reduction, which on the one hand prevent vehicles from being impaled by a free steel guardrail when they bounce on this beginning, on the other serve as such anchorages as anchorages for the system.
  • Such reductions are referred to in the new terminology as a terminal.
  • the in Fig. 1 Terminal 1 shown consists of a construction of steel barriers 2, on which in the illustrated embodiment, an impact damping device 3 is arranged in its entirety.
  • This impact damping device does not necessarily have, as in FIG. 1 shown, between the first and second posts have their starting area, but this initial area can already begin where the lowering is anchored in the ground, namely before the first post, possibly even earlier, and can, as explained later, also on the restraint system.
  • the impact damping device 3 is equipped with a graded damping behavior.
  • the impact damping device is divided into several sections, namely in the head section K with a collecting apron 12, a transition section U, a first damping region D1 and further damping regions D n .
  • the damping region D1 has a higher attenuation than the second damping region D2, and this in turn has a higher than the damping region D n , resulting in the construction shown increasing in the initial region, then a decreasing damping characteristic.
  • the construction can also be designed so that a continuous damping effect is achieved, which can be achieved by variously forming the different damping sections.
  • a desired damping characteristic can be set, which on the one hand can be continuously increased, and on the other hand can be adjusted to be consistent or even decreasing.
  • a collecting apron 12 is shown, which may be either free or, as shown in dashed lines, also provided with damping tubes.
  • each attachment areas 6 ' project upwards.
  • a receptacle 7 is held, which is formed in the illustrated embodiment of two angle sections 7'.
  • the angle profiles 7 ' may optionally be replaced by a flat band construction.
  • the receptacle 7 is a guide for a guide carriage 19, which carries a mounting plate 9 at its top.
  • a predetermined number of tubes is connected in each case via such a mounting plate 9 with the guide carriage 19.
  • the guide carriage 19 engages in the manner of a sliding block, the angle sections 7 ', wherein the lower edges of the tubes 8 on the top of the angle sections 7' rest and can slide on this.
  • FIG. 4 the lowering of the terminal is shown without impact damping device.
  • the essential structure is already related to FIG. 3 explained.
  • a directional guide in the form of a guide bar 17 is arranged on the side facing away from the roadway lowering.
  • This guide web has in its upper region beyond the plane spanned by the upper edges of the steel profiles 4, 4 'and is provided at the part projecting beyond the upper edge with a sliding region, preferably a rounding.
  • FIG. 6 shows a view of the reduction in the area of a post from above. From this representation, the suspension of the steel planks 4, 4 'and the angle sections 7' can be seen. The angle profiles are held only at the upper portions of the carrier 6.
  • FIG. 7 is the detail VII off FIG. 2 seen.
  • the first damping section has additionally arranged tubes 8 'of smaller diameter for enhancing the damping inside; the respective tubes of large diameter are supported in the direction of travel against each other by side plate 21.
  • FIGS. 8a ) and b) show a raised centrally on the lowering vehicle, which receives an inclination towards the roadway due to the guide bar 17. This avoids that in a labile equilibrium, the vehicle is inclined to the slope side and possibly falls down the embankment. While FIG. 8a ) shows the section through the rear axle, the situation of the front axle is shown in section 8b) (see. FIG. 9 ).
  • FIGS. 8c It can be seen that the left rear wheel still has contact with the upper edge of the road, whereas all other wheels are already without ground contact and the vehicle only from the top of the lowering forming a slideway with the Guide bar is guided.
  • the guide bar 17 has not only the function of giving the vehicle a directional component pointing to the roadway, but also serves as a lateral guide rail for the right-hand wheels, so that the vehicle is kept on the reduction and not thrown back uncontrollably on the road.
  • FIG. 9 shows a ramped up vehicle in the stage at the end of the attenuation distance. It can be seen the collapsed damping tubes that have absorbed the kinetic energy of the vehicle due to their deformation.
  • the guide carriage 19 has a volume formation in the form of a cuboid or a cylinder. Rather, the carriage can also be an angled construction within the tube, in which the receiving angle profiles are provided behind, attached to the pipe angle profiles.
  • Such an alternative education is in FIG. 3 with the reference numeral 19 'outlined by dashed lines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Paving Structures (AREA)
  • Road Signs Or Road Markings (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
  • Bridges Or Land Bridges (AREA)

Claims (23)

  1. Terminal pour systèmes de retenue disposés latéralement sur des chaussées ou voies de circulation, en profilés d'acier, le terminal (1)
    - se composant de profilés d'acier (4, 4'),
    - comprenant un affaissement qui peut être disposé respectivement devant et derrière les systèmes de retenue et qui est Intégré principalement en continu au système de retenue,
    - présentant au moins au début du terminal (1) un dispositif mobile d'amortissement d'impact de déformation (3) qui est disposé en tout ou partie sur l'affaissement,
    caractérisé en ce que
    - le dispositif d'amortissement d'impact de déformation (3) se compose essentiellement de plusieurs structures tubulaires disposées les unes derrière les autres.
  2. Terminal selon la revendication 1, caractérisé en ce que le dispositif d'amortissement d'impact (3) présente un comportement d'amortissement modifiable sur sa longueur.
  3. Terminal selon la revendication 1, caractérisé en ce que le dispositif d'amortissement d'impact (3) présente un comportement d'amortissement continu.
  4. Terminal selon l'une des revendications 1 à 3, caractérisé en ce que l'affaissement est réalisé comme une surface de glissière pour un véhicule en arrivé de collision.
  5. Terminal selon l'une des revendications 1 à 4, caractérisé en ce que l'affaissement présente au moins côté chaussée au moins un profilé en acier (4, 4') qui est ancré dans le sol par son début et qui s'intègre a son extrémité dans le système de retenue suivant en profilés d'acier (4, 4').
  6. Terminal selon l'une des revendications 1 à 5, caractérisé en ce que l'affaissement présente deux profilés en acier (4, 4') disposés sensiblement parallèlement entre eux, qui sont maintenus par des poutres formant cadre (6) qui sont disposées latéralement sur des montants (5) encastrés dans le sol.
  7. Terminal selon l'une des revendications 1 à 6, caractérisé en ce que l'affaissement présente au moins dans la zone du dispositif d'amortissement d'impact (3) un logement pour ce dernier.
  8. Terminal selon la revendication 7, caractérisé en ce que le logement se compose sensiblement de bandes plates, de préférence de profilés angulaires (7') sur lesquels est placé le dispositif d'amortissement d'impact (3).
  9. Terminal selon l'une des revendications précédentes, caractérisé en ce que les structures tubulaires présentent la même ou une plus grande dimension que la largeur de la glissière de l'affaissement.
  10. Terminal selon l'une des revendications précédentes, caractérisé en ce qu'au moins un nombre prédéterminé des structures tubulaires présentent respectivement des patins de guidage (19).
  11. Terminal selon la revendication 10, caractérisé en ce que les patins de guidage (19) sont guidés par le logement.
  12. Terminal selon l'une des revendications 10 ou 11, caractérisé en ce que les patins de guidage (19) sont réalisés de préférence comme des corps rectangulaires avec des faces frontales arrondies ou comme des cylindres.
  13. Terminal selon l'une des revendications 10 à 12, caractérisé en ce qu'une flasque de fixation (9) pour une structure tubulaire est fixée respectivement sur un patin de guidage (19).
  14. Terminal selon l'une des revendications 1 à 13, caractérisé en ce que le dispositif d'amortissement d'Impact (3) s'appuie dans la zone d'extrémité par une formation d'extrémité (10) servant de bloc d'arrêt.
  15. Terminal selon l'une des revendications 1 à 14, caractérisé en ce que le dispositif d'amortissement d'impact (3) présente l'un derrière l'autre une section de tête (K), une section de transition (U) ainsi que des sections d'amortissement (Dn).
  16. Terminal selon l'une des revendications 1 à 15, caractérisé en ce que le dispositif d'amortissement d'impact (3) présente dans la section de tête (K) un tablier d'interception (12).
  17. Terminal selon l'une des revendications 15-16, caractérisé en ce qu'à l'intérieur du dispositif d'amortissement d'impact (3) un comportement d'amortissement différent est réglé respectivement dans les sections K, U et Dn.
  18. Terminal selon l'une des revendications 1, 3 à 16, caractérisé en ce qu'à l'Intérieur du dispositif d'amortissement d'impact (3) un comportement d'amortissement identique est réglé dans les sections (Dn).
  19. Terminal selon l'une des revendications 1, 2, 4 à 17, caractérisé en ce que la section d'amortissement (Dn) présente après la section de tête (k) un amortissement plus élevé en comparaison des sections d'amortissement suivantes (Dn+1), une dernière section possédant devant un bloc d'arrêt un amortissement plus faible.
  20. Terminal selon l'une des revendications 1 à 19, caractérisé en ce que l'amortissement est atteint par une hauteur différente des structures tubulaires et/ou une épaisseur de parol différente et/ou par introduction de structures tubulaires de diamètre plus petit dans une telle dimension plus grande.
  21. Terminal selon l'une des revendications 1 à 20, caractérisé en ce qu'un guidage de direction est disposé sur l'affaissement.
  22. Terminal selon la revendication 21, caractérisé en ce que le guidage de direction est une âme de guidage (17) faisant saille au-dessus du bord supérieur du profilé en acier (4, 4') qui est détourné de la chaussée.
  23. Terminal selon l'une des revendications précédentes, caractérisé en ce que le dispositif d'amortissement d'impact de déformation mobile (3) est disposé complètement sur le système de retenue.
EP01274154A 2001-04-24 2001-11-15 Ensemble terminal pour systemes de retenue en profiles d'acier disposes lateralement sur des arteres de communication Expired - Lifetime EP1381737B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10120076.5A DE10120076B4 (de) 2001-04-24 2001-04-24 Terminal für seitlich an Verkehrswegen oder Fahrbahnen angeordnete Rückhaltesysteme aus Stahlprofilen
DE10120076 2001-04-24
PCT/EP2001/013242 WO2002086242A1 (fr) 2001-04-24 2001-11-15 Ensemble terminal pour systemes de retenue en profiles d'acier disposes lateralement sur des arteres de communication

Publications (2)

Publication Number Publication Date
EP1381737A1 EP1381737A1 (fr) 2004-01-21
EP1381737B1 true EP1381737B1 (fr) 2010-04-28

Family

ID=7682552

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01274154A Expired - Lifetime EP1381737B1 (fr) 2001-04-24 2001-11-15 Ensemble terminal pour systemes de retenue en profiles d'acier disposes lateralement sur des arteres de communication

Country Status (5)

Country Link
EP (1) EP1381737B1 (fr)
AT (1) ATE466138T1 (fr)
DE (2) DE10120076B4 (fr)
DK (1) DK1381737T3 (fr)
WO (1) WO2002086242A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012074480A1 (fr) * 2010-12-02 2012-06-07 Birstaverken Ab Atténuateur d'impact pour véhicules
EP2927374A1 (fr) * 2014-04-02 2015-10-07 SGGT Strassenausstattungen GmbH Dispositif routier de retenue avec une structure de début et de fin
EP2927373A1 (fr) * 2014-04-02 2015-10-07 SGGT Strassenausstattungen GmbH Dispositif routier de retenue avec une structure de début et de fin
EP4137638A1 (fr) 2021-08-20 2023-02-22 voestalpine Krems Finaltechnik GmbH Terminal pour un système de retenue de véhicule et système de retenue de véhicule correspondant

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008034980A1 (de) * 2008-07-25 2010-02-04 Sps Schutzplanken Gmbh Anpralldämpfer an Verkehrswegen
DE202012013270U1 (de) 2012-05-30 2015-10-14 Sps Schutzplanken Gmbh Gleitschieneneinrichtung für einen horizontalen Terminal
DE202012013184U1 (de) 2012-05-30 2015-04-01 Sps Schutzplanken Gmbh Terminal
DE202013102524U1 (de) * 2013-06-12 2013-06-26 Sps Schutzplanken Gmbh Auf einem Terminal angeordnete Dämpfungseinrichtung
DE202014105342U1 (de) 2014-11-06 2014-11-27 Sps Schutzplanken Gmbh Anpralldämpfer

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Publication number Priority date Publication date Assignee Title
LU71229A1 (fr) * 1974-10-31 1976-08-19
CH618488A5 (en) * 1977-02-01 1980-07-31 Hudec Imrich Peter Shock absorber for roadway safety devices
DE3106694A1 (de) * 1981-02-23 1982-09-09 Hermann Hans 8750 Aschaffenburg Urlberger "stossdaempfende vorrichtung und verwendung derselben in einem schutzplankensystem"
US4815565A (en) 1986-12-15 1989-03-28 Sicking Dean L Low maintenance crash cushion end treatment
US4909661A (en) * 1987-11-23 1990-03-20 The Texas A&M University System Advanced dynamic impact extension module
US5348416A (en) * 1992-04-07 1994-09-20 The Texas A&M University System Gandy dancer: end piece for crash cushion or rail end treatment
DE29717605U1 (de) * 1997-10-02 1997-12-04 Kuhlmann Gerd Leitplankenunfallschutz

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012074480A1 (fr) * 2010-12-02 2012-06-07 Birstaverken Ab Atténuateur d'impact pour véhicules
US9068306B2 (en) 2010-12-02 2015-06-30 Birstaverken Ab Impact attenuator for vehicles
KR101972549B1 (ko) 2010-12-02 2019-04-26 비르스타베르켄 아베 차량용 완충기
EP2927374A1 (fr) * 2014-04-02 2015-10-07 SGGT Strassenausstattungen GmbH Dispositif routier de retenue avec une structure de début et de fin
EP2927373A1 (fr) * 2014-04-02 2015-10-07 SGGT Strassenausstattungen GmbH Dispositif routier de retenue avec une structure de début et de fin
EP4137638A1 (fr) 2021-08-20 2023-02-22 voestalpine Krems Finaltechnik GmbH Terminal pour un système de retenue de véhicule et système de retenue de véhicule correspondant
WO2023021212A1 (fr) 2021-08-20 2023-02-23 Voestalpine Krems Finaltechnik Gmbh Borne pour système de retenue de véhicule et système de retenue de véhicule muni de ladite borne

Also Published As

Publication number Publication date
EP1381737A1 (fr) 2004-01-21
ATE466138T1 (de) 2010-05-15
DE10120076B4 (de) 2014-07-03
WO2002086242A1 (fr) 2002-10-31
DE50115463D1 (de) 2010-06-10
DE10120076A1 (de) 2002-11-21
DK1381737T3 (da) 2010-08-16

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