EP1452666B1 - Mur de protection en béton - Google Patents

Mur de protection en béton Download PDF

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Publication number
EP1452666B1
EP1452666B1 EP20040001752 EP04001752A EP1452666B1 EP 1452666 B1 EP1452666 B1 EP 1452666B1 EP 20040001752 EP20040001752 EP 20040001752 EP 04001752 A EP04001752 A EP 04001752A EP 1452666 B1 EP1452666 B1 EP 1452666B1
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EP
European Patent Office
Prior art keywords
concrete
protection wall
wall according
concrete protection
concrete body
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
EP20040001752
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German (de)
English (en)
Other versions
EP1452666A3 (fr
EP1452666A2 (fr
Inventor
Raymond Smolders
Holger Thieme
Markus Zimmermann
Werner Aeschlimann
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.)
Wirtgen GmbH
Original Assignee
Wirtgen GmbH
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Filing date
Publication date
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Publication of EP1452666A2 publication Critical patent/EP1452666A2/fr
Publication of EP1452666A3 publication Critical patent/EP1452666A3/fr
Application granted granted Critical
Publication of EP1452666B1 publication Critical patent/EP1452666B1/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
    • E01F15/081—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 protective wall according to the preamble of claim 1.
  • Such concrete barriers are rigid guards with a special profile shape, which are usually made of concrete. Preferred is the production with a slipform paver.
  • the concrete protective walls can be used instead of steel safety barriers.
  • Known is a so-called "New Jersey profile" ( Fig. 8 ), in which the concrete body has a base part with vertical side walls and a height of about 80 mm, followed by a transition section with an angle of inclination to the vertical of about 35 °. At this transition section is followed by a wall part, which tapers conically upwards at an angle of approximately 6 ° to the vertical.
  • the total height of this known concrete protective wall is 800 mm.
  • DIN EN 1317 To determine the protective properties, there is a standard for testing restraint systems on roads by means of impact tests (DIN EN 1317).
  • the aforementioned known concrete protective wall meets the criteria of the containment level H2.
  • step protection wall ( Fig. 9 ), which is slightly narrower (540 mm) and slightly higher (900 mm) than the New Jersey bulkhead, but only allows the containment level H2.
  • the disadvantage is at This prior art that the concrete barrier is too high, thereby greatly obstructing the view.
  • Another disadvantage of this level is that the crossing is unnecessarily difficult for staff of the road maintenance or rescue personnel, but also the escape route for victims of accidents are deteriorated.
  • this height of the step-protection wall is suitable to produce a tunnel effect in a driver, especially in a two-sided arrangement, which increases the risk of accidents.
  • a concrete protective wall is known in which longitudinal reinforcements are provided in the concrete body.
  • These longitudinal reinforcements are part of cage structures that can be anchored in the ground with anchoring means, wherein the concrete protective wall is produced after the creation of the cages in a Gleitschalungsvorgang.
  • the invention is therefore an object of the invention to provide a concrete barrier of the type mentioned above, which meets not only the containment level H4b, but also an ASI value ⁇ 1.4 according to DIN EN1317 at a reduced cost of materials and at the same time servants of the road maintenance, Gottopfern or rescue personnel offers a higher security.
  • the invention advantageously provides that the total height of the concrete body is 950 to 1050 mm, preferably 1000 mm, that the ratio of the contact width of the base part to the total height of the concrete body is more than 0.6, preferably 0.7, wherein the Cross-sectional area of the concrete body is less than 0.4 m 2 , preferably 0.33 to 0.39 m 2 .
  • the concrete protective wall according to the invention fulfills the high requirements according to containment level H4b, as well as an ASI value ⁇ 1.4 for the same effective range W according to DIN standard DIN EN 1317, despite the reduction in height with simultaneous slight broadening of the base part and simultaneous reduction of the cross-sectional area.
  • the reduced height ensures that the visual obstruction is significantly reduced for car drivers, while at the same time a crossing of the concrete wall in case of emergency or for maintenance services of the road maintenance is simplified.
  • the reduction of the cross-sectional area leads to a saving of approx. 70 t of concrete per km.
  • the concrete body may preferably have a plurality of longitudinal reinforcements. These longitudinal reinforcements consist for example of metal rods with a diameter of 10 to 15 mm.
  • an intermediate layer preferably a plastic film may be arranged between the base part and the road surface.
  • This intermediate layer prevents gearing or hooking of the concrete protective wall to the substrate, so that essentially the inertia of the mass of the concrete protective wall dampens the impact of a vehicle and not an anchorage of the concrete body with the road surface. This reduces the maximum deceleration impacting occupants of an accident vehicle.
  • a preferably circular in cross-section is arranged in the longitudinal direction continuously extending cavity.
  • the preferred circular cross-sectional shape leads to a reduction in the cross-sectional area of the concrete body without reducing the required strength. In this way, there is a further significant material savings, without affecting the safety-relevant properties of the concrete protective wall.
  • the cavity has in cross section a diameter of 150 to 250 mm, preferably 200 mm. This leads to an additional material saving of 70 t concrete per km.
  • the concrete body In the longitudinal direction of the concrete body can be arranged at a predetermined distance vertically extending joints to reduce the stiffness in the longitudinal direction.
  • the joints are preferably filled with an elastic material.
  • the base part In the base part are arranged at predetermined intervals, transverse to the longitudinal direction, downwardly open drainage channels, which allow drainage of the water from one side of the road to the other.
  • the concrete body may have vertically superimposed steps at predetermined lateral intervals as a crossing aids. In this way, it is easier to exceed the concrete safety barrier in emergencies or for road maintenance work.
  • the cavity in the transition section and / or in the base part may be delimited by a tubular profile part.
  • This tube profile part can contribute to a considerable increase in the strength values of the concrete protective wall.
  • the longitudinal reinforcements in particular in the region of the wall part, consist of tubes.
  • the wall part may have a structured, preferably corrugated surface, which may for example consist of 3 to 5 sheets.
  • the corrugated surface also leads to a saving of material.
  • the larger surface of the wall part leads to a higher friction in the event of a collision of a vehicle and thus to an increased energy dissipation.
  • the easily deformable front of a vehicle can adapt to the surface cross-sectional profile of the wall part and thus better guide the vehicle in the desired direction along the protective wall.
  • the structured, in particular corrugated surface reduces the risk of rising of a colliding against the concrete barrier vehicle and thus prevents a rollover of the vehicle.
  • the base part may have a rectangular cross section with a height of at least 100 mm. In conjunction with an increased contact width of the base part, such a base part lowers the center of gravity of the concrete body and thereby reduces the risk of tipping the concrete protective wall.
  • the concrete body has on its underside a longitudinally extending channel, which is in engagement with a projection of a foundation plate.
  • a concrete protective wall can be used where only a limited displacement of the concrete protective wall in the event of an impact is permitted.
  • a damping material may be arranged, which may for example consist of styrofoam or other plastic material.
  • the foundation plate can be completely or partially embedded in the road surface.
  • Fig. 1 shows a cross section through a one-piece concrete protective wall with a concrete body 1, with a base part 4, a transition section 6 and a conically upwardly tapered wall portion 8.
  • the base part 4 has vertical side walls 5, wherein the base part 4 has a rectangular cross-sectional profile shape having.
  • the contact width of the base part 4 is more than about 600 mm, preferably about 700 mm at a height of the base part of about. 100 mm.
  • the height of the base part may vary due to unevenness of the road surface 2.
  • the adjoining the base part 4 upwards transition section 6 has a rounded transition with a transition radius of for example 250 mm to the wall part 8, wherein the inclination angle of the surface of the transition section 6 to the vertical about 35 °.
  • the inclination angle of the wall part 8 is about 6 ° to the vertical.
  • the width of the wall part 8 at the upper end is about 210 mm, the total height of the concrete body 1 is a maximum of about 1000 mm.
  • the cross-sectional area of the concrete body 1 is in the embodiment of Fig. 10.384 m 2. Consequently, this profile shape leads to a material saving despite compliance with the retention level H4b according to DIN EN 1317 while maintaining an ASI value ⁇ 1.4.
  • the concrete protective wall can be placed directly on a road surface 2.
  • an intermediate layer 14, preferably made of plastic, may be provided between the base part 4 and the road surface 2.
  • Fig. 2 shows the arrangement of a longitudinally extending cavity 18 having a circular cross-section.
  • This preferably arranged in the transition section 6 cavity 18 is a further reduction of the cross-sectional area of the concrete body 1 to 0.352 m 2 possible without affecting the strength properties of the concrete protective wall negative.
  • How out Fig. 2 can be provided at predetermined intervals in the longitudinal direction of parting lines 27 of a width of for example 10 to 30 mm, which are preferably filled with an elastic material 29.
  • These joints 27 lead to a reduction in the rigidity of the concrete protective wall in the longitudinal direction.
  • the mutual distance of the joints 27 in the longitudinal direction can be adapted to local requirements.
  • Fig. 2 shows the separation joints 27 in the cutting plane.
  • Fig. 3 shows an embodiment in which instead of the longitudinal reinforcements 10 tube profiles 24 are used as longitudinal reinforcements.
  • Both the longitudinal reinforcements 10 and the tubular profiles 24 are preferably made of metal, but may also consist of a different material, for example plastic, in particular carbon fiber reinforced plastic.
  • the cavity 18 may be bounded by a tube profile section 22 adapted to the cavity cross-section.
  • this pipe section part 22 may be made of metal or plastic.
  • the cavity 18 with or without tube profile part 22 can also be used for drainage functions or for the arrangement of electrical lines.
  • the cavity is filled with foam.
  • drainage channel 26 In the base part 4 a transverse to the concrete protective wall drainage channel 26 is shown, which allows drainage of water from one side of the concrete protective wall to the other.
  • Such drainage channels 26 may be arranged at a freely selectable distance according to local requirements.
  • the cavity 18 with or without tube profile part 22 can also be arranged deeper into the region of the base part 4 or even higher into the region of the wall part 8.
  • steps 25 may be embedded as a transitional aids.
  • Fig. 4 shows a further embodiment of a concrete protective wall whose wall part 8 has a corrugated surface.
  • the corrugated surface is advantageous in order to prevent in the event of an impact a vehicle getting on and its possible rollover.
  • the cross-sectional area is about 0.361 m 2 .
  • Fig. 5 shows an alternative embodiment in which the concrete protective wall rests on a longitudinally continuously extending base plate 28.
  • the lower edge of the concrete body 1 is located on the foundation plate 28 so that it is substantially flush with the road surface 2 and with the intermediate layer 14.
  • the foundation plate 28 sunk into the roadway sunk.
  • the foundation plate 28 has a projection 30 which engages a longitudinally extending channel 34 at the bottom of the concrete body 1. Between the projection 30 and the channel 34 may be a damping material 32, for example polystyrene material, arranged.
  • the cross-sectional profile shape of the projection 30 is adapted to the cross-sectional profile shape of the channel 34.
  • Fig. 6 shows an embodiment in which the profile of the concrete body 1 is divided in its vertical axis of symmetry. In this way it is possible to arrange the two halves of the concrete body 1a, 1b at a distance from each other and leave the gap open, or to fill up with soil 38, for example, to provide a vegetation 40 on the upper edge of the concrete protective wall.
  • the reinforcements 10 are provided in each concrete body 1a, 1b.
  • the gap between the halves of the concrete body 1a, 1b may also be filled with a damping material for absorbing energy, for example a clay granulate.
  • Fig. 7 shows an embodiment with corrugated surface of the wall part. Due to the profile contour at the upper end of the wall part 8 (as well as in the embodiment of Fig. 4 ) It is possible to place signs, beacons or light panels 42 with an example form-fitting clip-on clamp connection 44 on the concrete protective wall.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (17)

  1. Paroi de protection en béton composée d'un corps en béton (1, 1a, 1b) d'une seule pièce fabriqué par une machine à coffrage glissant, destinée à être mise en place sur une surface de route (2), avec
    - une partie de socle (4) reposant sur la surface de route (2),
    - un tronçon de transition (6) se raccordant vers le haut, et
    - une partie de paroi (8) se raccordant au tronçon de transition (6) et se rétrécissant vers le haut en forme de cône,
    caractérisée en ce que
    - la hauteur totale du corps en béton (1) est comprise entre 950 et 1 050 mm, et est de préférence égale à 1 000 mm,
    - le rapport de la largeur d'appui de la partie de socle (4) à la hauteur totale du corps en béton (1) est supérieur à 0,6, de préférence égal à 0,7,
    - la surface de section transversale du corps en béton (1) est inférieure à 0,4 m2, de préférence comprise entre 0,33 et 0,39 m2.
  2. Paroi de protection en béton selon la revendication 1, caractérisée en ce que, entre la partie de socle (4) et la surface de route (2), il est disposé une couche intermédiaire (14), de préférence un feuillet en matière plastique.
  3. Paroi de protection en béton selon une des revendications 1 ou 2, caractérisée en ce que, dans le tronçon de transition (6), il est disposé une cavité (18), de préférence de section transversale circulaire, s'étendant de façon continue dans la direction longitudinale.
  4. Paroi de protection en béton selon la revendication 3, caractérisée en ce que la cavité (18) présente, dans la section transversale, un diamètre compris entre 150 et 250 mm, de préférence égal à 200 mm.
  5. Paroi de protection en béton selon une des revendications 1 à 4, caractérisée en ce que le corps en béton (1) présente de préférence plusieurs armatures longitudinales (10).
  6. Paroi de protection en béton selon une des revendications 1 à 5, caractérisée en ce que le corps en béton (1) présente, dans la direction longitudinale, des joints de séparation (27) qui sont placés verticalement à un intervalle prédéfini et qui sont destinés à réduire la rigidité dans la direction longitudinale.
  7. Paroi de protection en béton selon la revendication 6, caractérisée en ce que les joints de séparation (27) sont remplis avec un matériau élastique (29).
  8. Paroi de protection en béton selon une des revendications 1 à 7, caractérisée en ce que, dans la partie de socle (4), il est disposé des rigoles de drainage (26) ouvertes vers le bas placées à des intervalles prescrits transversalement à la direction longitudinale.
  9. Paroi de protection en béton selon une des revendications 1 à 8, caractérisée en ce que le corps en béton (1) présente, à des intervalles prescrits, des marches (25) en tant qu'aides au franchissement.
  10. Paroi de protection en béton selon une des revendications 4 à 9, caractérisée en ce que la cavité (18) est limitée par une partie de profilé tubulaire (22).
  11. Paroi de protection en béton selon une des revendications 2 à 10, caractérisée en ce que les armatures longitudinales (10) sont composées de profilés tubulaires (24).
  12. Paroi de protection en béton selon une des revendications 1 à 11, caractérisée en ce que la partie de paroi (8) présente une surface structurée, de préférence ondulée.
  13. Paroi de protection en béton selon une des revendications 1 à 12, caractérisée en ce que la partie de socle (4) présente une section transversale rectangulaire d'une hauteur d'au moins 100 mm.
  14. Paroi de protection en béton selon une des revendications 1 à 12, caractérisée en ce que le corps en béton (1) présente sur son côté inférieur un canal (34) placé dans la direction longitudinale qui est en prise avec une saillie (30) d'une plaque de fondation (28).
  15. Paroi de protection en béton selon la revendication 14, caractérisée en ce qu'un matériau d'amortissement (32) est disposé entre le canal (34) et la saillie (30).
  16. Paroi de protection en béton selon la revendication 14 ou 15, caractérisée en ce que la plaque de fondation (28) peut être enfoncée totalement ou partiellement dans la surface de route (2).
  17. Paroi de protection en béton selon une des revendications 1 à 16, caractérisée en ce que le rapport de la largeur de la partie de paroi (8) au niveau de l'extrémité supérieure à la hauteur totale du corps en béton (1) est de 0,18 à 0,22, de préférence égal à 0,21.
EP20040001752 2003-02-28 2004-02-02 Mur de protection en béton Expired - Lifetime EP1452666B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE20303254U DE20303254U1 (de) 2003-02-28 2003-02-28 Beton-Schutzwand
DE20303254U 2003-02-28

Publications (3)

Publication Number Publication Date
EP1452666A2 EP1452666A2 (fr) 2004-09-01
EP1452666A3 EP1452666A3 (fr) 2005-12-14
EP1452666B1 true EP1452666B1 (fr) 2014-07-30

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Application Number Title Priority Date Filing Date
EP20040001752 Expired - Lifetime EP1452666B1 (fr) 2003-02-28 2004-02-02 Mur de protection en béton

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EP (1) EP1452666B1 (fr)
DE (1) DE20303254U1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005039705A1 (de) * 2005-05-10 2006-11-16 Durabel Baubedarf Gmbh Verkehrs-Leit-Einrichtung
DE102005030412A1 (de) * 2005-06-30 2007-01-04 Tss Technische Sicherheits-Systeme Gmbh Rückhaltesystem
DE102006001980A1 (de) 2005-09-13 2007-03-22 Durabel Baubedarf Gmbh Verkehrs-Leit-Einrichtung
DE102010036334B4 (de) * 2010-07-12 2019-10-10 Linetech Gmbh & Co. Kg Fahrbahn für Fahrzeuge sowie Verfahren zu deren Herstellung
DE202011005689U1 (de) 2011-04-28 2011-09-12 Eurovia Beton Gmbh Fahrzeugrückhaltesystem
DE202014005167U1 (de) * 2014-06-27 2015-10-01 Strabag Ag Betonleitwand
DE102015100277A1 (de) 2015-01-09 2016-07-14 Technische Universität Dresden Betonwand und Herstellungsverfahren mittels Gleitschalung
IT201900016088A1 (it) * 2019-09-11 2021-03-11 Anas S P A Barriera di sicurezza stradale

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA1243870A (fr) * 1984-05-07 1988-11-01 Walter B. Hahne Barriere a conduits internes, et sa fabrication
FR2704880B1 (fr) * 1993-05-07 1998-07-17 Colas Sa Dispositif de protection routière polyvalent.
US6413009B1 (en) * 2000-11-06 2002-07-02 Barrier Systems, Inc. Vehicular traffic barrier system
US6679649B1 (en) * 2002-12-27 2004-01-20 Sps New England, Inc. Barrier wall apparatus and method of construction

Also Published As

Publication number Publication date
DE20303254U1 (de) 2004-07-08
EP1452666A3 (fr) 2005-12-14
EP1452666A2 (fr) 2004-09-01

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