EP1645691B1 - Structure de transition - Google Patents

Structure de transition Download PDF

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Publication number
EP1645691B1
EP1645691B1 EP05105276A EP05105276A EP1645691B1 EP 1645691 B1 EP1645691 B1 EP 1645691B1 EP 05105276 A EP05105276 A EP 05105276A EP 05105276 A EP05105276 A EP 05105276A EP 1645691 B1 EP1645691 B1 EP 1645691B1
Authority
EP
European Patent Office
Prior art keywords
compliance
damping elements
damping
restraint system
transition structure
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.)
Active
Application number
EP05105276A
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German (de)
English (en)
Other versions
EP1645691A1 (fr
Inventor
Ulrich Sasse
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.)
TSS Technische Sicherheits-Systeme GmbH
Original Assignee
TSS Technische Sicherheits-Systeme GmbH
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Filing date
Publication date
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Application filed by TSS Technische Sicherheits-Systeme GmbH filed Critical TSS Technische Sicherheits-Systeme GmbH
Priority to EP05105276A priority Critical patent/EP1645691B1/fr
Priority to PL05105276T priority patent/PL1645691T3/pl
Priority to DE202005020638U priority patent/DE202005020638U1/de
Priority to SI200530020T priority patent/SI1645691T1/sl
Publication of EP1645691A1 publication Critical patent/EP1645691A1/fr
Application granted granted Critical
Publication of EP1645691B1 publication Critical patent/EP1645691B1/fr
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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
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/025—Combinations of at least two of the barrier member types covered by E01F15/04 - E01F15/08, e.g. rolled steel section or plastic strip backed up by cable, safety kerb topped by rail barrier
    • 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 subject of the present invention is a restraint system with a transitional structure between two different restraint systems on roads, the restraint systems having different compliance.
  • Critical is the transition from one restraint system to another, especially if they have different compliance.
  • the pre-standard DIN V ENV 1317-4 stipulates in which cases the transitional structures must meet certain requirements and must also be subjected to a costly test. If both restraint systems are made of concrete, a test is only necessary if the compliance differs by two levels. For concrete to steel transitions, a test is already required, even if there is only one compliance step.
  • the invention is based on the object to provide a restraint system with a transition structure between two restraint systems of different flexibility, through which a safe transition is feasible in a simple manner.
  • the damping elements thus have a different damping effect in a transition region between the two restraint systems.
  • the damping effect of the individual damping elements decreases from the restraint system with low compliance in the direction of the restraint system with higher compliance.
  • the transition region is that region in which the compliance is varied starting from the one restraint system to the other restraint system.
  • the retention system is provided with greater compliance, such as steel guardrails, i. pulled through to the restraint system of lesser compliance, such as concrete-retaining elements, wherein in the transition region by the provision of particular on the roadway side facing away from the damping elements, the compliance is gradually reduced or increased.
  • the damping elements are preferably concrete cast elements or the like, which are in particular placed directly on a road surface without anchoring.
  • the damping effect of the individual damping elements according to the invention depends on the inertia. It is particularly preferred here that the concrete casting elements or the damping elements have the same height and the inertia is thereby changed by changing the width or depth.
  • the height of the individual damping elements corresponds at least to the height of the restraint system with higher compliance. This is advantageous in that the restraint system is deformed with greater flexibility in the event of a motor vehicle or the like, and thus ensures that, for example, the metal guardrail is pressed against the damping elements and the guardrail does not slip over damping elements.
  • the damping elements are made of increasingly shorter sections of the restraint system with the lower compliance.
  • a Metallleitplanke thus takes place a substantially stepless transition.
  • the individual damping elements are not connected to each other.
  • such damping elements have a spacing of 5 to 50 cm. It is particularly preferred that the distance between adjacent damping elements in the direction of the restraint system increases with higher compliance. By providing such distances, the intentional slippage of the individual damping elements on the road surface, through which the damping is caused guaranteed.
  • the transition structure according to the invention has the particular advantage that the optimal length of the transition structure and the dimensioning and positioning of the damping elements can be determined by preliminary tests with conventional restraint systems. In later replicas, it is then possible to calculate these based on the preliminary tests, so that no further testing is required.
  • a restraint system with low flexibility has in the illustrated embodiment, a plurality of adjacently erected on a roadway top concrete-retaining elements 10. These may be, for example, retaining elements of the applicant named Safetybaer H2 or Safetybaer H4.
  • a restraint system with higher flexibility has in the illustrated embodiment, two guard rail spars 12 and Metallleitplanken.
  • the two protective-rail spars 12 at least partially cover the first retaining element 10 with respect to a transition region 14.
  • the retaining element 10 has a recess 16.
  • the recess 16 is formed such that it substantially corresponds to the depth of the guard rail spars, so that they do not protrude from a front side 18 of the retaining element 10.
  • the two guard rails 12 are connected in the region of the recess 16 with the retaining element 10, for example screwed.
  • a plurality of damping elements 20 are provided on the side facing away from the roadway behind the guard rail spars 12.
  • the individual damping elements 20a-20i have a different damping effect.
  • the outer shape or cross-section of the damping elements 20 corresponds to the shape of the retaining element 10.
  • the width of the damping elements 20, starting from the damping element 20a, which is disposed immediately adjacent to the low-compliance retaining element 10, increases to the damping element 20i from.
  • the damping element 20i is in the illustrated embodiment, the last, narrowest damping element, then followed by the restraint system with high compliance.
  • the individual damping elements 20a-20i are arranged on a foundation, so that the damping elements 20a-20i can be displaced in the direction of an arrow 22 (FIG. 1) in the event of a collision of a vehicle in the transition region 14.
  • a displacement of the individual damping elements (20a - 20i) takes place on an upper side (28) of a foundation.
  • the foundation may be, for example, a concrete foundation or the like.
  • damping elements 20a-20i are each arranged at a distance 24 from each other.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Materials For Medical Uses (AREA)
  • Road Paving Structures (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)

Claims (8)

  1. Dispositif de retenue comportant une structure de transition entre deux dispositifs de retenue (10, 12) de flexibilité différente,
    dans lequel les dispositifs de retenue (10, 12) sont reliés entre eux de manière jointive, et
    le dispositif de retenue (12) de flexibilité plus élevée présente, du côté opposé à la chaussée (26), plusieurs éléments amortisseurs (20a-20i) diminuant la flexibilité par tronçons,
    l'effet d'amortissement des divers éléments amortisseurs diminue à partir du dispositif de retenue de faible flexibilité en direction du dispositif de retenue de flexibilité plus élevée,
    caractérisé en ce que
    l'effet d'amortissement variable est fonction de l'inertie de masse des éléments amortisseurs (20a-20i).
  2. Structure de transition selon la revendication 1, caractérisée en ce que l'effet d'amortissement est principalement défini par l'inertie de masse des divers éléments amortisseurs (20a-20i).
  3. Structure de transition selon l'une des revendications 1 ou 2, caractérisée en ce que les éléments amortisseurs (20a-20i) sont des éléments moulés en béton.
  4. Structure de transition selon l'une des revendications 1 à 3, caractérisée en ce que les éléments amortisseurs (20a-20i) reposent sans ancrage sur une face supérieure (26) de chaussée ou une face supérieure (28) d'une fondation (30).
  5. Structure de transition selon l'une des revendications 1 à 4, caractérisée en ce que les éléments amortisseurs (20a-20i), en partant du dispositif de retenue de faible flexibilité et en allant vers le dispositif de retenue de flexibilité plus élevée, consistent en des tronçons de plus en plus courts d'un élément de retenue (10).
  6. Structure de transition selon l'une des revendications 1 à 5, caractérisée en ce que les éléments amortisseurs (20a-20i) présentent au moins la hauteur du système de retenue (12) de flexibilité plus élevée.
  7. Structure de transition selon l'une des revendications 1 à 6, caractérisée en ce que des éléments amortisseurs (20a-20i) voisins sont mutuellement distants, de préférence, de 5 à 50 cm.
  8. Structure de transition selon la revendication 7, caractérisée en ce que les distances (24) augmentent depuis l'élément amortisseur (20a) de faible flexibilité en direction de l'élément amortisseur (20i) de flexibilité plus élevée.
EP05105276A 2004-10-06 2005-06-15 Structure de transition Active EP1645691B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP05105276A EP1645691B1 (fr) 2004-10-06 2005-06-15 Structure de transition
PL05105276T PL1645691T3 (pl) 2004-10-06 2005-06-15 Przekrycie przerwy dylatacyjnej
DE202005020638U DE202005020638U1 (de) 2004-10-06 2005-06-15 Übergangskonstruktion
SI200530020T SI1645691T1 (sl) 2004-10-06 2005-06-15 Prehodna konstrukcija

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP04023779 2004-10-06
EP05105276A EP1645691B1 (fr) 2004-10-06 2005-06-15 Structure de transition

Publications (2)

Publication Number Publication Date
EP1645691A1 EP1645691A1 (fr) 2006-04-12
EP1645691B1 true EP1645691B1 (fr) 2007-03-07

Family

ID=34926865

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05105276A Active EP1645691B1 (fr) 2004-10-06 2005-06-15 Structure de transition

Country Status (8)

Country Link
US (1) US20060072967A1 (fr)
EP (1) EP1645691B1 (fr)
AT (1) ATE356255T1 (fr)
DE (2) DE202005020638U1 (fr)
ES (1) ES2284131T3 (fr)
PL (1) PL1645691T3 (fr)
PT (1) PT1645691E (fr)
SI (1) SI1645691T1 (fr)

Cited By (1)

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DE102007042392A1 (de) 2007-09-04 2009-03-05 Innotraffic.Net Gmbh Leiteinrichtung an Verkehrswegen mit zwei Rückhaltesystemen unterschiedlicher Steifigkeit und einer Übergangskonstruktion zwischen diesen

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DE102006044480A1 (de) * 2006-09-21 2008-04-10 Sps Schutzplanken Gmbh Kontinuierliche Übergangskonstruktion
US7995694B2 (en) * 2007-03-19 2011-08-09 Sharp Laboratories Of America, Inc. Systems and methods for detecting a specific timing from a synchronization channel
DE102008056807A1 (de) * 2008-11-11 2010-05-27 Linetech Gmbh & Co. Kg Fahrbahnbegrenzung mit Wechsel zwischen zwei Rückhaltesystemen unterschiedlicher Nachgiebigkeit
DE202009003752U1 (de) 2009-03-17 2009-05-20 Studiengesellschaft Für Stahlschutzplanken E.V. Schutzplankensystem für Fahrbahnen sowie Übergangskonstruktion hierfür
EP2472007B8 (fr) 2010-02-04 2015-03-11 Strabag Ag Système de limitation de chaussée à pont et procédé de fabrication d'un tel système
DE202010001873U1 (de) 2010-02-04 2010-05-06 Tss Technische Sicherheits-Systeme Gmbh Brücken-Fahrbahnbegrenzungssystem
DE202013004918U1 (de) 2013-05-29 2014-09-03 Tss Technische Sicherheits-Systeme Gmbh Übergangskonstruktion für Fahrbahnbegrenzungen
CA2936510C (fr) 2016-07-19 2022-08-30 Ben Powell Une barriere de transition servant a relier une barriere permanente a une barriere temporaire
US11891765B2 (en) 2022-05-19 2024-02-06 Vandorf BT1 Inc. Barrier transition framework

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007042392A1 (de) 2007-09-04 2009-03-05 Innotraffic.Net Gmbh Leiteinrichtung an Verkehrswegen mit zwei Rückhaltesystemen unterschiedlicher Steifigkeit und einer Übergangskonstruktion zwischen diesen
EP2034094A2 (fr) 2007-09-04 2009-03-11 Innotraffic. Net Gmbh Dispositif conducteur sur des trajectoires de trafic doté de deux systèmes de retenue à raideur différente et d'une construction de passage entre ceux-ci

Also Published As

Publication number Publication date
EP1645691A1 (fr) 2006-04-12
ES2284131T3 (es) 2007-11-01
US20060072967A1 (en) 2006-04-06
PL1645691T3 (pl) 2007-07-31
DE502005000448D1 (de) 2007-04-19
DE202005020638U1 (de) 2006-05-04
PT1645691E (pt) 2007-06-18
SI1645691T1 (sl) 2007-08-31
ATE356255T1 (de) 2007-03-15

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