EP1664440A2 - Rail de securite - Google Patents

Rail de securite

Info

Publication number
EP1664440A2
EP1664440A2 EP04737414A EP04737414A EP1664440A2 EP 1664440 A2 EP1664440 A2 EP 1664440A2 EP 04737414 A EP04737414 A EP 04737414A EP 04737414 A EP04737414 A EP 04737414A EP 1664440 A2 EP1664440 A2 EP 1664440A2
Authority
EP
European Patent Office
Prior art keywords
longitudinal
protection device
guide wall
band
guide rail
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.)
Withdrawn
Application number
EP04737414A
Other languages
German (de)
English (en)
Inventor
Knut Spelitz
Gerhard Mayerhofer
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.)
Art Asamer Rubber Technology
Original Assignee
Mayerhofer Gerhard
Spelitz Knut
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mayerhofer Gerhard, Spelitz Knut filed Critical Mayerhofer Gerhard
Publication of EP1664440A2 publication Critical patent/EP1664440A2/fr
Withdrawn legal-status Critical Current

Links

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
    • E01F15/0453—Rails of materials other than metal or concrete, e.g. wood, plastics; Rails of different materials, e.g. rubber-faced metal profiles, concrete-filled steel tubes
    • 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
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts
    • 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
    • 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
    • E01F15/086—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 plastic, rubber or synthetic materials

Definitions

  • the invention relates to a guide rail or guide wall, a protective device for attachment to a guide rail for traffic routes and a protective device for attachment to a guide wall for traffic routes, as well as a safety device for traffic routes, according to the features in the preambles of claims 1, 27, 54 and 62 ,
  • the stopping power of guide rails or guide walls which are usually made of steel or concrete, is dimensioned for heavy-duty traffic or for the impact of trucks or cars.
  • the guard rails or guide walls In order to achieve increased breakthrough safety for heavy goods traffic, the guard rails or guide walls must therefore be manufactured with strength values that are so high that in the event of an impact on a car or motorcycle, and in particular on an accident, an increased load on the passengers or passengers of the corresponding vehicles is coming.
  • motorcycle accidents in particular, result in very serious injuries to motorcyclists.
  • Guardrails are a common consequence of injuries when severing limbs on the guardrail posts.
  • the increased stopping power of the guide rails or the guide walls in the event of a collision by cars increasingly leads to rollovers of the cars, particularly after collisions with concrete guide walls.
  • Various measures have already been proposed to reduce these consequences of the accident.
  • DE 199 53 892 A1 discloses a traffic control element that is designed as a traffic sign, guide post or guard rail, which has an elastically deformable surface made of rubber material with possible stabilizing elements made of metal on at least one side.
  • the traffic control element can be made entirely of rubber material or contain stabilizing elements made of metal inside.
  • the rubber material can consist of recycled waste rubber but also of a rubber alloy with added elastomers and a recycled plastic can be added.
  • EP 1 295 993 AI describes a protective system for posts and guide rails made from recycled material
  • Rubber granulate described the rubber granulate is made from used tires and is connected by an adhesive.
  • the corresponding protective devices are on your Adjusted on the inside to the post or the guide rail and separated by a longitudinal slot and are placed over the post and / or rails and held thereby.
  • the corresponding plates can have chambers in their interior and on the side facing the guardrail e.g. be reinforced with a hardboard.
  • the cross-section of the panels is shaped so that they can be hung over the top edge of the guardrail, thereby protecting against the sharp top edge of the guardrail.
  • Strongly shock absorbing materials such as e.g. Styrofoam, polyurethane foam, inflatable rubber or plastic sacks or hoses with separate compartments have been proposed.
  • guarding devices or protective fences are also known.
  • DE 197 19 594 AI describes a protective device which is made from a multilayer fabric made of at least two mutually parallel textile webs. This multi-layer fabric is stretched between suspensions for use as a protective fence.
  • DE 199 34 659 AI in turn describes a soundproofing device for traffic routes which are attached to guardrails and / or guardrail posts.
  • the guard rail is protruded upwards and / or downwards through the formwork protection plates and is partially foldable.
  • the soundproofing plate can consist of, in particular, fibrous granules made from old tire rubber with a binder. Due to the elasticity of the soundproofing panels, it is also possible that a possible impact of a vehicle against the guardrail can be dampened.
  • the proposed measures of the prior art can only inadequately prevent or mitigate the massive consequential damage or injuries, in particular when unprotected, accidentally impacted people collide with the guide rails or guide walls. It is therefore the object of the invention to provide protective devices for guide rails or guide walls of traffic routes or guide devices for traffic routes, by means of which increased protection against consequential damage is achieved even in the event of an impact by cars, motorcycles, but in particular unprotected, accident-prone persons.
  • the object of the invention is achieved by a guide rail or guide wall according to the characterizing feature of claim 1.
  • the advantage here is that excessive loads can be avoided or reduced even in the event of a collision of vehicles of less mass than that of a truck or truck train.
  • the longitudinal profile is formed with reinforcing elements aligned essentially parallel to the longitudinal extent and the longitudinal profile comprises a band and the band forms a surface area of the longitudinal profile facing the roadway, has the advantage that protective devices are available which have corresponding Holding devices that are attached to a longitudinal side surface of the guide rail or guide wall can be tensioned.
  • the band being formed by a fabric or by a braid and / or by a sheet metal, has the advantage that the band can be produced with a lower dead weight while being equally robust.
  • the band being designed with stiffening struts oriented in the direction of the width of the longitudinal profile or these stiffening struts being molded into the band or a material for the reinforcing elements and / or the stiffening struts from a group comprising metal wire, carbon fibers, glass fiber and fabrics or nets produced therefrom are selected, since this can result in increased strength or resilience of the band in the event of an object impacting.
  • the design in which a surface of the belt facing the roadway is provided with elevations or depressions, achieves the advantage of an additionally increased sound-absorbing effect.
  • the protective devices in the area of a longitudinal extension comprise at least one spacer element, the protective device being connected to the guide rail or guide wall at least by the spacer element, as a result of which an enlarged crumple zone or an extended braking distance for an impacting object Available.
  • the spacer element is concavely curved on a side facing the roadway or the vertical direction, since this provides an additional catching effect with respect to the vertical direction and can prevent a body striking upwards, however also slides downwards and subsequently hits a part of a guardrail or guide wall behind it.
  • the design, according to which the spacer element extends over almost the entire longitudinal extent of the protective device, has the advantage that the same restraining effect can be achieved over the entire longitudinal extent.
  • the spacer element is formed with cavities and / or chambers, since this enables a thicker crumple zone or a weight reduction to be achieved with the same amount of material.
  • the spacer element is formed with reinforcing elements oriented essentially parallel to the longitudinal extent of the longitudinal profile, achieves the advantage of increasing the strength or resilience of the spacer elements.
  • the spacer element is integrally formed on the belt, since this means that the protective device comprises fewer parts overall and thus simpler assembly is possible.
  • At least one material of the longitudinal profile and / or one material of the spacer element from a group comprising rubber,
  • Granulated rubber from old tires, recycled materials made from plastics and foam is selected or that the longitudinal profile and / or the spacer contains the rubber with a weight proportion in the range from 70% to 85%, preferably 80%, or that the longitudinal profile and / or a binder with a weight fraction in the range from 10% to 25%, preferably 15%, is contained in the spacer element, since this enables protective devices with favorable elastic properties to be produced.
  • the band or the protective device is spring-biased in a state mounted on the guide rail or the guide wall, at least in the direction of the longitudinal extent, since this achieves an improved restraining effect or an earlier onset of the required restoring force.
  • an upper edge zone of the band extends over an upper edge of the guide rail and is fastened to the upper edge of a guide rail or an edge profile is formed in the upper edge zone of the band and the upper strip of the
  • Band encloses the upper edge of the guide rail in a clamp-like manner or, in the case of a concrete guide wall, the protective device and the concrete guide wall by a holding device in the form of a dovetail extending in the direction of the longitudinal extent of the protective device.
  • Tail guide are connected to each other, the advantage is achieved that there is a secure connection between the parts extending over the entire longitudinal extent of the protective device.
  • the design according to which the longitudinal profile of a concrete guide wall is connected to the concrete guide wall by a receiving part fastened to the concrete guide wall with a dovetail guide extending in the direction of the longitudinal extension, has the advantage that it also provides protective devices for retrofitting or retrofitting of concrete guide walls can be made available.
  • the design according to which the joints of two consecutively mounted longitudinal profiles are offset relative to joints of two consecutively mounted concrete guide walls in the direction of the longitudinal extension of the concrete guide walls, has the advantage that the resistance to a relative displacement of adjacent concrete guide walls in the direction transverse to the direction of the carriageway is increased and thus the overall arrangement has increased stability and security.
  • Another advantage is the further development, according to which light reflectors are attached to a surface area of the longitudinal profile that can be turned towards the roadway, since this can result in improved visibility in the dark and thus increased traffic safety.
  • the object of the invention is also achieved independently by a protective device for attachment to a guide rail for traffic routes, in accordance with the features in the characterizing part of claim 27. It is advantageous here that, especially in the event of an impact on unprotected, accidentally injured persons, as is the case in motorcycle accidents, jamming with the guardrail posts and consequently the occurrence of massive injuries can be avoided.
  • the object of the invention is also achieved by a safety device for traffic routes according to the features of claim 54.
  • the advantage of this Safety device with the restraining element articulated thereon can be used to prevent an accidentally being thrown onto an oncoming lane and, on the other hand, to increase the braking distance, which significantly reduces the risk of injury when an accident occurs.
  • Claims 55 to 61 describe further advantageous configurations of the safety device.
  • the object of the invention is also independently achieved by a protective device for fastening a guide wall for traffic routes, in accordance with the features of the characterizing part of claim 62.
  • the advantage here is that the loads on passengers and passengers of vehicles hitting the baffle can be reduced. In particular, this can prevent the vehicle from overturning when the car collides with the baffle.
  • Figure 1 shows a guide rail with a protective device attached, shown in perspective.
  • FIG. 2 the guardrail 1 with the protective device 2 according to FIG. 1;
  • FIGS. 1 and 2 shows a schematically illustrated situation when a body impacts the protective device according to FIGS. 1 and 2;
  • FIG. 4 shows a further exemplary embodiment of a protective device fastened to a guard rail
  • 5 shows a further exemplary embodiment of a protective device on a guide rail, consisting of a band and spacer elements
  • FIG. 6 shows a protective device which is fastened to guardrail supports
  • FIG. 7 shows a guide wall with a protective device attached to it, shown in perspective
  • FIG. 8 shows a further exemplary embodiment of a guide wall with a protective device designed as a longitudinal profile from a viewing direction parallel to the longitudinal extent of the guide wall;
  • FIG. 9 shows a further exemplary embodiment of a guide wall with a protective device which is designed as a hollow profile-like longitudinal profile
  • FIG. 10 shows an arrangement of a plurality of guide walls with protective devices attached thereto, according to FIG. 7 in a top view;
  • FIG. 11 shows a further exemplary embodiment of a protective device attached to a guide wall
  • FIG. 12 shows a further exemplary embodiment of a guide rail with a protective device attached thereto, shown in perspective according to FIG. 5;
  • FIG. 13 shows a further exemplary embodiment of a guide rail with a protective device, according to FIG. 6;
  • FIG. 14 shows a guide wall with a saddle-like overhanging protective device, shown in perspective
  • 15 shows a further exemplary embodiment of a saddle-shaped protective device for a guide wall, shown in section; 16 shows a guide wall with a saddle-shaped protective device with an upper retaining element, shown in section;
  • FIG. 17 shows a protective device for a guide wall with an articulated rear hard element in the upright starting position, shown in section;
  • FIG. 18 shows the protective device according to FIG. 17 in a position of the upper retaining element pivoted to the side, shown in section;
  • FIG. 19 shows a protective device for a guide rail with an upper retaining element in the upright starting position, shown in section;
  • FIG. 20 shows the protective device according to FIG. 19 in a partially deflected position of the retaining element, shown in section;
  • 21 shows a section of a protective device designed as an independent safety device for traffic routes with an upper, pivotable retaining element.
  • the protective device 2 is designed as a longitudinal profile 4 and, according to this exemplary embodiment, comprises the band 5 which, in the direction of the longitudinal extent of the guide rail 1, is stretched over the guide rail 1 in an apron-like manner, in an apron-like manner, over a longitudinal side surface 6 facing the roadway.
  • the band 5 is shown in FIG. 1.
  • a width 7 of the band 5 which is perpendicular with respect to the longitudinal extent of the protective device 2 or the band 5 is dimensioned such that a ground clearance 8 of at least a few centimeters remains below the band 5. Since it is provided that the band 5 extends over the entire
  • this remaining clearance 8 ensures that at least small animals can slip under the protective device 2 or the wall 5.
  • the band 5 or the longitudinal profile 4 is largely made of rubber, such as Rubber granulate made from used tires, which can also contain recycled plastics.
  • reinforcing elements 9 are embedded or molded into the band 5, essentially parallel to the longitudinal extent of the longitudinal profile 4. These reinforcing elements 9 are formed by fibers or wires.
  • the tensile strength of the band 5 with respect to an expansion in the direction of the longitudinal extension of the longitudinal profile 4 is significantly increased.
  • an additional provision is made for the band to be designed with stiffening struts 10 oriented in the direction of the width 7 of the longitudinal profile 4.
  • These stiffening struts 10 can be attached to a rear side 11 of the longitudinal profile 4 facing away from the roadway.
  • the stiffening struts 10, like the reinforcing elements 9, are molded into the band 5. Since the stiffening struts 10 are preferably subjected to bending, it is advantageous to produce them from tubular thin bars. Alternatively, it is also possible that the in the direction of the longitudinal extension of the
  • Reinforcing elements 9 aligned along the longitudinal profile 4 and the stiffening struts 10 aligned perpendicular thereto are connected to one another to form a fabric or net.
  • the ground clearance 8 remaining below the belt 5 can also prevent damage to the protective devices 2 when snow clearing vehicles move past, since the belt 5 is thus flexible in its lower region and can be at least slightly pushed away by the gap clearing devices.
  • the remaining ground clearance 8 also ensures, however, that there is no impediment to the required water drainage through the protective device 2 in the event of very heavy rain.
  • FIG. 2 shows the guardrail 1 with the protective device 2 according to FIG. 1.
  • the band 5 or longitudinal profile 4 is fastened to the guardrail 1 and covers the longitudinal side surface 6 of the guardrail 1 or most of the guardrail uprights 3 like a curtain, with the exception of the area of the ground clearance 8.
  • the strap 5 is at least at an upper edge 12 of the guardrail 1 attached.
  • the band 5 is formed in an upper edge zone 13 with an edge profile 14 extending in the longitudinal direction of the band 5.
  • This edge profile 14, like the reinforcing elements 9 or the stiffening struts 10, is preferably molded into the band 5 and can be formed, for example, from a profiled metal insert.
  • the upper strip or the upper edge zone 13 of the band 5 can enclose the upper edge 12 of the guide rail 1 in a clamp-like manner and thus form the edge zone 13 of the band 5 as a holding device.
  • further holding devices can of course be provided on the guide rail 1.
  • FIG. 3 shows, in a schematically illustrated manner, the situation when a body 15 impacts the protective device 2.
  • the body 15 can, for example, be an accident victim who strikes the belt 5 from a direction 16 with a flat angle of impact.
  • the striking body 15 initially deforms the band 5 transversely to its longitudinal extent, as a result of which an internal state of tension and thus a corresponding counterforce builds up, which leads to the body 15 being deflected and subsequently along a curved movement path 17 from the guardrail 1 (Fig. 1, 2) away in
  • the protective device 2 can thus prevent the body 15 of the accident victim from sliding under the guardrail 1 and possibly bumping against the guardrail post 3 and causing massive injuries.
  • the width 7 of the band 5 or the remaining ground clearance 8 (FIGS. 1 and 2), it must also be taken into account that not only the torso of the body 15 of the accident victim but also extremities are not under the band 5 in the region of the ground clearance 8 can slide through between the floor and belt 5. In this way, in particular in the event of accidents involving motorcycle drivers, it is possible to prevent jamming, which often leads to serious injuries.
  • FIG. 4 shows a further exemplary embodiment of a protective device 2 fastened to a guide rail 1.
  • the protective device 2 also comprises a spacer element 18 which is arranged in the region below the guide rail 1 between the guide rail uprights 3 and the band 5 of the protective device 2.
  • This spacer element 18, like the band 5, is made of a material of high elasticity. Rubber granules from used tires or recycling materials made from plastics or foam waste are preferably used for this purpose.
  • the spacer elements 18 are particularly advantageous when the point of impact of the body 15 is in the vicinity of the guardrail post 3. In such a situation, the guardrail post 3 could bump despite the restrained effect of the band 5.
  • the spacer elements 18 can be subsequently attached to the guide rail uprights 3 or the band 5 of the longitudinal profile 4, but they can also be used in the manufacture of the longitudinal profile 4 in the distances of the guide rail uprights 3 predefined by the corresponding guide rail system are formed on the band 5. These spacer elements 18 preferably also form a holding device for fastening the protective device 2 or the longitudinal profile 4 to the guard rail 1 or to the guard rail uprights 3.
  • FIG 5 shows a further exemplary embodiment of a protective device 2 on a guide rail 1, consisting of a band 5 and spacer elements 18.
  • a further spacer element 19 is formed.
  • the spacer element 19 is designed to be continuous in the direction of the longitudinal extension of the guide rail 1 or the longitudinal profile 4, i.e. the spacer element 19 extends approximately over the entire longitudinal extent of the protective device 2.
  • This spacer element 19 now also achieves an additional damping effect of the longitudinal profile 4 or the protective device 2 in the height region corresponding to the guide rail 1 in the event of being pushed against it from a lateral direction.
  • reinforcing elements 9 which extend essentially parallel to the longitudinal extent of the protective device 2 and are preferably molded into the spacer element 19.
  • FIG. 6 shows a protective device 2 which is fastened to the guardrail uprights 3.
  • the spacer element 18, according to this exemplary embodiment, is formed on its side 20 facing away from the guardrail post 3 with a concave curvature in the direction of the width 7 or perpendicular to the longitudinal extent of the protective device 2.
  • the band 5 attached to these spacer elements 18 is thus also shaped with a concave curvature.
  • a body 15 (FIG. 3) which is flung sideways against the band 5 in the region of the width 7 experiences, due to this concave curvature of the band 5, also an additional catching effect with respect to the vertical direction, so that it can be prevented from slips down and then hits the guardrail 1.
  • 7 shows a guide wall 21 with a protective device 2 attached to it, shown in perspective.
  • a front end region of the guide wall 21 is shown with a foot part 22 in the lower end region of the guide wall 21 and a guide web 23 arranged thereon and oriented essentially in the vertical direction.
  • the baffle 21 is of the type of a conventional concrete baffle, the foot part 22 and the baffle 23 being made in one piece.
  • the protective device 2 is on the side of the guide bar 23, i.e. attached to the longitudinal side surface 6 of the guide web 23 or the guide wall 21.
  • the protective device 2 is arranged such that it extends essentially parallel to the longitudinal extent of the guide wall 21 and thereby covers at least a partial area of the longitudinal side surface 6 between the foot part 22 and an upper longitudinal end face 24 of the guide wall 21 or the guide web 23.
  • the protective device 2 projects beyond the longitudinal side surface 6 and, like the longitudinal side surface 6, faces the adjacent roadway.
  • the part of the longitudinal profile 4 protruding over the longitudinal side surface 6 of the guide rail 1 is approximately trapezoidal.
  • a protective device 2 may also be attached to a longitudinal side surface 25 opposite the longitudinal side surface 6.
  • the protective device 2 is formed by the longitudinal profile 4 with a width 7 perpendicular to the longitudinal extension of the protective device 2 and an average depth 26 corresponding to the extent to which the longitudinal profile 4 protrudes beyond the longitudinal side surface 6 of the guide wall 21.
  • the material for producing the longitudinal profile 4 is preferably rubber or
  • the elastic properties of the longitudinal profile 4 can also be achieved by integrating or adding different fibers, e.g. Carbon fiber or glass fibers can be improved.
  • a holding device 27 in the form of a dovetail guide is provided, which is directed parallel to the longitudinal extension of the guide wall 21.
  • the longitudinal profile 4 has a dovetail shape Extension 28 and the guide wall 21 in their longitudinal side surface 6 via a dovetail-shaped receptacle 29.
  • this can be pushed into the receptacle 29 with the extension 28 parallel to the longitudinal extension of the guide wall 21.
  • FIG. 8 shows a further exemplary embodiment of a guide wall 21 with a protective device 2 designed as a longitudinal profile 4 from a viewing direction parallel to the longitudinal extent of the guide wall 21.
  • the protective device 2 now also comprises a receiving part 30, which in turn is also profile-shaped and is fastened to the guide wall 21 in an aligned manner parallel to the longitudinal extent thereof.
  • the exception part 30 is provided for the subsequent installation of a protective device 2 on a guide wall 21.
  • it has, on the one hand, a dovetail-shaped receptacle 29 and, on the other hand, openings 31 or bores which are countersunk in the receptacle, through which a hole is passed by means of corresponding bolts
  • Attachment of the receiving part 30 can take place on the guide wall 21.
  • the longitudinal profile 4 the outer shape of which is also trapezoidal, is formed to cover the receiving part 30.
  • the receiving part 30 is first attached to the longitudinal side surface 6 of the guide wall 21 and then the longitudinal profile 4 or its extension 28 is inserted into the Aufhal me 29 of the receiving part 30.
  • Rubber or plastic waste or granules thereof are also provided as the material for the receiving part 30, the elasticity of the receiving part 30 preferably being less than the elasticity of the longitudinal profile 4.
  • the guide wall 21 with the receiving part 30 and the long profile 4 thus forms a multi-stage, ie in this case a three-stage, restraint system.
  • the receiving part 30 and the guide wall 21 the elasticity of the parts and their deformability decrease step by step. While when a body 15 (FIG. 3) hits a comparatively small mass, the available deformation path of the longitudinal profile 4 is sufficient for retention, the restraining effect on a body 15 (FIG. 3) of large mass, such as e.g. reached a truck train, almost entirely through the guide wall 21. In this case, due to the deformation paths of the longitudinal profile 4 or the receiving part 30, only a comparatively small proportion of the kinetic energy of the impacting truck train is absorbed.
  • the protective device 2 thus makes it possible to create a two-stage or multi-stage restraint system which can also meet the requirements of motorcycles and cars by avoiding excessive loads on the occupants of the corresponding vehicles. How much such adjustments the
  • Guardrails or guide walls are of importance, is particularly evident from the mass differences or the mass ratios between motorcycles, cars and trucks, which are 1:40 for cars / trucks or 1: 200 for motorcycles / trucks.
  • FIG. 9 shows a further exemplary embodiment of a guide wall 21 with a protective device 2, which is designed as a hollow profile-like longitudinal profile 4.
  • the longitudinal profile 4 is formed on the inside with cavities 32 extending in the direction of the longitudinal extent of the longitudinal profile 4.
  • These cavities 32 can extend continuously in the direction of the longitudinal extent of the guide wall 21, but the cavities 32 are preferably formed by separate and closed chambers 33 in the direction of the longitudinal extent of the longitudinal profile 4. Since pressure equalization cannot take place between the chambers 33, an improved damping effect in the manner of a cushion is thereby achieved.
  • the longitudinal profile 4 also includes the band 5, which is facing away from or in one of the longitudinal side surface 6 of the guide wall 21
  • the main component of the band 5 is made of rubber or plastic recycling material and contains reinforcing elements 9 consisting of wires or fibers.
  • the reinforcing elements 9 are preferably oriented in the direction of the longitudinal extension of the longitudinal profile 4, but can also be made by means of nets or fabrics made of metal wires or glass fibers or Carbon fibers are formed.
  • the band 5 arranged in the surface area of the longitudinal profile 4 facing the carriageway on the one hand improves the elastic properties of the longitudinal profile 4 or the protective device 2 and on the other hand prevents it from being punctured or punctured by the impact of pointed or sharp-edged parts of a vehicle. Cutting the longitudinal profile 4 comes, whereby the restraining effect of the protective device 2 was greatly reduced.
  • the band 5 formed with reinforcing elements 9 thus ensures the cohesion of the longitudinal profile 4 and thus the damping effect on an impacting body 15 (FIG. 3).
  • FIG. 10 shows an arrangement of several guide walls 21 with protective devices 2 attached to them, according to FIG. 7 in a top view.
  • two consecutively mounted guide walls 21 each form a butt joint 34 with their end faces lying against one another.
  • successively mounted longitudinal profiles 14 of the protective devices 2 each form a butt joint 35 with their end faces.
  • the butt joints 35 are now provided according to the invention successively mounted longitudinal profiles 4 or protective devices 2 are offset in the direction of the longitudinal extension of the guide wall 21 or the protective device 2 with respect to the joints 34 formed by two successively mounted guide walls 21. This staggered arrangement of the joints 34, 35 ensures that an arrangement of a plurality of guide walls 21 or protective devices 2 mounted one inside the other is given greater rigidity or internal stability.
  • FIG. 11 shows another exemplary embodiment of a protective device 2 attached to a guide wall 21.
  • the long profile 4 of this protective device 2 comprises the band 5 equipped with the reinforcing elements 9.
  • This band 5 is on the spacer elements 18, which are at equal intervals 36 on the longitudinal side surface 6 of the guide wall 21 in the area between the longitudinal end face 24 of the guide wall 21 and the foot part 22 are arranged.
  • the band 5 covers the longitudinal side surface 6 in the region of a width 7.
  • Both the spacer elements 18 and the band 5 are predominantly made of rubber or rubber or plastic recycling material.
  • the band 5 additionally has the reinforcing elements 9, which are formed from wires or fibers. Through this in Reinforcing elements 9 aligned in the direction of the longitudinal extent of the band 5 significantly increase the elastic properties or the tensile strength of the band 5.
  • the band 5 is initially pretensioned in the direction of its longitudinal extent and is mounted in this pretensioned state on the spacer elements 18 or the long side surface 6 of the guide wall 21.
  • the ratio of the distance 36 between two spacer elements 18 arranged in the longitudinal direction of the guide wall 21 and the mean depth 26 of a spacer element 18 should preferably be in the range from 3: 1 to 6: 1.
  • Components can be transported in a compact, space-saving form. This embodiment is therefore particularly suitable for retrofitting guide walls 21 with a protective device 2 as an inexpensive variant.
  • the longitudinal profile 4 or the band 5 consists of a soft material and thus also has a certain sound-absorbing effect.
  • a surface 37 of the belt 5 facing the roadway is formed with a surface structure, i.e. that the surfaces 37 are not smooth but with small elevations or depressions in the size range of a few millimeters or centimeters. This further increases the sound-absorbing effect of the belts 5, which is particularly advantageous in situations where concrete baffles 21 are arranged on roadways on both sides and there is a particularly high level of noise between them.
  • FIG. 12 shows a further exemplary embodiment of a guide rail 1 with a protective device 2 attached to it, shown in perspective according to FIG. 5.
  • the longitudinal profile 4 or the band 5 is fastened with its upper edge zone 13 to the guide rail 1, the spacer element 19 also being arranged between the longitudinal side surface 6 of the guide rail 1 and the band 5.
  • the band 5 according to this embodiment consists of a fabric that is formed by plastic fibers. Alternatively, this fabric or braid of the band 5 can also be made of steel wires or for example Glass fiber be formed. In particular in the case of a fine-mesh wire mesh made of metal wires, the band 5 has an increased inherent rigidity.
  • the spacer elements 18 are concavely curved on their side 20 facing the roadway with respect to the vertical direction.
  • the band 5 stretched over these spacer elements 18 is also concavely curved, as a result of which the catching or restraining effect on a body 15 that bumps against it (FIG. 3) is increased.
  • Materials such as rubber, plastics and foams are particularly suitable for producing the protective device 2 according to the invention.
  • the use of rubber granulate from used tires is particularly cost-effective.
  • the rubber granulate which can also be mixed with recycling materials made of plastics, is mixed with a binder, molded into molded bodies or the spacer elements 18, 19 and then cured. To improve the elastic properties, fiber materials can also be added.
  • the reinforcing elements 9 are molded into the longitudinal profiles 4 in the form of wires or fibers or a sheet metal and stiffening struts 10.
  • the materials mentioned are also used for the band 5 of the longitudinal profile 4.
  • Binder is in a range from about 10% to 25%, preferably 15%. The remaining proportion by weight is claimed by the reinforcing elements 9 or the stiffening struts. Longitudinal profiles 4 or protective devices 2 are thus obtained which have increased elasticity with respect to the guide rail or the guide wall.
  • FIG. 13 shows a further exemplary embodiment of a guide rail 1 with a protective device 2, according to FIG. 6.
  • a distance element 51 which is formed by a metal body or a sheet metal part, is usually used to connect the guard rail 1 to the guard rail post 3.
  • the spacer element 51 is formed by a damping block 52.
  • Materials as are also used for the spacer elements 18, 19 (FIG. 5) are suitable as materials for the damping block 52.
  • the guide is rail 1 attached to the guardrail post 3, the damping block 52 being clamped between the guardrail post 3 and the guardrail 1 or an abutment plate 54 which bears against the guardrail 1.
  • the damping block 52 is in a resiliently pretensioned state - by screwing the screw 53 correspondingly far together.
  • the screw 53 is arranged in such a way that the damping block 52 can be further compressed by reducing the distance between the guide rail 1 and the guide rail post 3 when there is a corresponding force acting horizontally on the guide rail 1.
  • the protective device 2 comprises two longitudinal profiles 4, one of which is arranged on the long side surface 6 and the long side surface 25 on the guide bar 23 of the guide wall 21.
  • the two longitudinal profiles 4 are connected to one another by a saddle part 55, so that the two longitudinal profiles 4 together with a plurality of saddle parts 55 arranged over the longitudinal extent of the longitudinal profiles 4 (only one saddle part 55 is shown in FIG. 14) form a unit.
  • the saddle part 55 can also extend continuously over the entire longitudinal extent of the longitudinal profiles 4 or the guide wall 21.
  • the protective device 2 can thus be hung on the guide web 23 of the guide wall 21 on its longitudinal end face 24 in a self-retaining manner.
  • the protective device 2 or the longitudinal profiles 4 are attached to the longitudinal side surfaces 6, 25 by gluing.
  • FIG. 15 shows a further exemplary embodiment of a saddle-shaped protective device 2 for a guide wall 21, shown in section.
  • the two longitudinal profiles 4 are in turn connected to one another by the saddle part 55, which is placed over the longitudinal end face 24 of the guide web 23.
  • the longitudinal profiles 4 extend with their lower end regions 56 to the foot part 22 or in the vicinity of the foot part 22, where, in addition to the bonds on the longitudinal side surfaces 6, 25, an additional holding device, for example in the form of a screw for fastening the protective device 2 to the Guide wall 21 can be provided.
  • 16 shows a guide wall 21 with a saddle-shaped protective device 2 with an upper retaining element 57, shown in section.
  • the protective device 2 comprises, according to this
  • the retaining element 57 standing vertically upward over the upper longitudinal end face 24 of the guide wall 21. Like the two longitudinal profiles 4, the retaining element 57 extends in the longitudinal direction of the guide wall 21. This upper retaining element 57 of the protective device 2 can prevent, for example, a accident victim is thrown over the guide wall onto an adjacent oncoming lane.
  • FIGS. 17 and 18 An exemplary embodiment of a protective device 2 for a guide wall 21 with an upper retaining element 57 which is articulated on the saddle part 55 is described below with reference to FIGS. 17 and 18.
  • 17 shows the protective device 2 with the articulated retaining element 57 in the upright starting position.
  • 18 shows the protective device 2 with the upper retaining element 57 in a position pivoted to the side.
  • the protective device 2 has a joint 58 adjoining the saddle part 55, through which the saddle part 55 with the longitudinal profiles 4 on the one hand and the upper retaining element 57 on the other hand are connected to one another.
  • the joint 58 can be formed solely by a point of reduced wall thickness in the transition area between the saddle part 55 and the retaining element 57.
  • the joint function is ensured by the elastic deformability of the material from which the protective device 2 is made.
  • the joint 58 is preferably formed by joint axes 59 or joint shells 60 which extend at least in regions over the longitudinal extent of the protective device 2.
  • a first retaining spring 61 and a second retaining spring are also on the joint 58
  • the retaining element 57 is finally held in its maximally deflected position, so that the potential energy remains stored in the deformed retaining springs 61, 62 and prevents the impacting body from being thrown back by the relaxing springs.
  • a device is provided by means of which the locked position of the anti-rotation lock 63 can be released.
  • FIG. 19 shows the retaining element 57 in its upright initial position, while in FIG. 20 the retaining element 57 is shown in a partially deflected or pivoted-back position.
  • the reinforcement element 9 of the band 5 of the protective device 2 is formed by a sheet metal 64 which has a support layer 65 on its side facing the street.
  • the already mentioned plastics, rubber, foams as well as rubber granulates from used tires or recycling materials are suitable as material for the overlay layer 65.
  • materials with ner increased surface friction, as an increased braking effect is achieved when impacting and sliding along an object on the belt 5.
  • the protective device 2 further comprises the upper retaining element 57, which is connected in an articulated manner to the guardrail 1 or the guardrail post 3.
  • the hinge axis 59 of the hinge 58 of the retaining element 57 is aligned horizontally or parallel to the longitudinal extent of the guardrail 1 and is fastened to a support 66 which is connected to the guardrail post 3.
  • the upper retaining element 57 like the band 5, is formed by a sheet metal 67 with a support layer 68 made of a rubber-like material.
  • the retaining element 57 also comprises, in the direction of the adjacent roadway, concavely curved rib elements 69 to which the sheet metal 67 with the support layer 68 is fastened.
  • the back element 57 thus has a basket-shaped cross section.
  • the ribs 69 are each firmly connected to an articulation shell 60 and are thus mounted on the articulation axis 59 of the articulation 58.
  • the retaining spring 61 is arranged between the carrier 66 and the rib element 69. This is so biased that the
  • Retaining element 57 is pressed against a stop (not shown) of the carrier 66 and is thus held in the upright rest position.
  • the upper back element 57 can also comprise a wire mesh. If the body of an accident victim or another object, in which the body moves in a direction 70 towards the side facing away from the road, hits the restraint element 57, it is caught by the restraining element 57 and braked. Its kinetic energy is primarily absorbed by the retaining spring 61. Part of the kinetic energy is also used to deform the retaining element 57 by locally bulging or bulging in the direction 70 towards the side facing away from the road
  • the retaining element 57 has a corresponding flexibility or internal deformability. Another important part of the braking effect on an impacting body is also achieved by the friction between this body and the support layer 68.
  • the direction-of-rotation lock 63 is also formed in the joint 58.
  • the direction of rotation blocker 63 holds the return element 57 or the rib elements 69 in the pivoted-back or deflected position, so that the energy stored in the retaining springs 61 cannot be released again.
  • the locking of the rotational direction lock 63 can be released or unlocked again.
  • Steel sheets with a thickness of approximately 1 mm are suitable as sheets 64, 67 for the band 5 or the retaining element 57.
  • FIG 21 shows an alternative embodiment of the protective device 2 in section.
  • uprights 61 are fastened in the ground at regular intervals along a road edge.
  • a damping spacer 72 is attached to the side of this post 71 facing the street.
  • the band 5 forming the long profile 4 is stretched over several such spacer elements 72, again on the side facing the street. This is preferably formed by the sheet 64 and the support layer 65.
  • rib elements 69 are fastened by the joints 58.
  • the sheet metal 67 with the support layer 68 is stretched or fastened to the side of the rib elements 69 facing the road parallel to the edge of the roadway, and the retaining element 57 is formed by this arrangement.
  • the retaining element 57 additionally also comprises one or more longitudinal rib elements 73 which extend parallel to the longitudinal extension of the retaining element 57.
  • These longitudinal rib elements 73 can be formed, for example, by a tube or a steel cable, as a result of which the retaining element 57 has increased rigidity having.
  • the longitudinal rib elements 73 are arranged on the rear side of the sheet metal 67 facing away from the road and are preferably connected directly to the rib elements 69 which are mounted on the joints 58.
  • the protective device 2 thus represents an independent safety device for traffic routes.
  • the mode of operation of the upper rear Holding element 57 which is pivotable in the direction 70 facing away from the road, corresponds to the mode of operation as has already been described with reference to FIGS. 19 and 20.
  • a band 5 with a width 7, corresponding to the height of the upright 71 can have an approximately equal retention effect on a vehicle, such as a car or a truck can be achieved, as is possible with the known guide rails 1 (Fig. 1).
  • the bands 5 described have the advantage that people who hit them and have an accident are exposed to a significantly reduced risk of injury.
  • a sheet 64 with a thickness of approximately 2 mm approximately the same retention effect as with a guide rail 1 can be achieved.
  • the effectiveness of this safety device is additionally increased by the retaining elements 57.
  • the exemplary embodiments show possible design variants of the guide rail or guide wall or corresponding protective devices, it being noted at this point that the
  • FIGS. 1, 2, 3; 4; 5; 6; 7; 8th; 9, 10; 11; 12; 13; 14; 15; 16; 17; 18; 19; 20 and 21 shown the subject of independent, invented form appropriate solutions.
  • the relevant tasks and solutions according to the invention can be found in the detailed descriptions of these figures

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Abstract

L'invention concerne un rail de sécurité (1) ou une paroi de sécurité (21) comportant au moins une face latérale longitudinale (6, 25) pouvant être orientée vers la chaussée. Au moins un dispositif de protection (2), faisant saillie par rapport à la face latérale longitudinale (6, 25), se présentant au moins partiellement sous la forme d'un profilé longitudinal (4), possédant une longueur et une largeur (7) perpendiculaire à cette dernière, est fixé sur la face latérale longitudinale (6, 25) et/ou sur des éléments de support pour le rail de sécurité (1) ou la paroi de sécurité (21). Ce dispositif de protection (2) est placé entre une partie pied (22) et la face longitudinale, opposée à cette dernière, de la paroi de sécurité (21), de manière à recouvrir au moins une zone partielle de la face latérale longitudinale (6, 25). Ce dispositif de protection (2) recouvre au moins partiellement la face latérale longitudinale (6, 25) et est placé transversalement à la longueur du rail de sécurité (1) de façon à faire saillie par rapport à ce dernier à la manière d'une jupe
EP04737414A 2003-08-29 2004-08-12 Rail de securite Withdrawn EP1664440A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT13612003 2003-08-29
AT4072004A AT500180B1 (de) 2003-08-29 2004-03-09 Leitschiene
PCT/AT2004/000285 WO2005021872A2 (fr) 2003-08-29 2004-08-12 Rail de securite

Publications (1)

Publication Number Publication Date
EP1664440A2 true EP1664440A2 (fr) 2006-06-07

Family

ID=34275143

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04737414A Withdrawn EP1664440A2 (fr) 2003-08-29 2004-08-12 Rail de securite

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EP (1) EP1664440A2 (fr)
AT (1) AT500180B1 (fr)
WO (1) WO2005021872A2 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT501657B1 (de) * 2005-02-24 2008-05-15 Spelitz Knut Dr Sicherheitseinrichtung für verkehrswege
DE202007019215U1 (de) * 2007-05-30 2011-03-31 Sps Schutzplanken Gmbh Fahrzeug-Rückhaltesystem an Verkehrswegen
ITMI20110674A1 (it) * 2011-04-20 2012-10-21 Spazio Zero S R L Struttura di barriera stradale
DE202012101798U1 (de) 2012-05-15 2013-08-20 Wemas Absperrtechnik Gmbh Schutzverkleidung für Leitplanken
IT201900000409A1 (it) * 2019-01-10 2020-07-10 Giuseppe Giovanni Liberto Modulo per barriera di sicurezza stradale e barriera di sicurezza realizzata con tale modulo

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Publication number Priority date Publication date Assignee Title
DE2601296A1 (de) 1976-01-15 1977-07-21 Heinz Hammrich Stossabsorbierende elemente zum absichern von leitplanken vorzugsweise auf automobil- und motorrad-rennstrecken
CA2152800A1 (fr) * 1993-01-20 1994-08-04 Paolo Seminara Glissiere de securite amelioree
FR2714405B1 (fr) * 1993-12-27 1997-07-18 Jean Maillet Dispositif de glissière de sécurité pour motocyclistes.
US5662313A (en) * 1996-03-19 1997-09-02 Forrester; Joseph H. Barb arm extension
DE19719594A1 (de) 1996-07-30 1998-02-05 Scheibler Peltzer & Co Schutzvorrichtung zum Aufhalten von Tieren, Personen, Fahrzeugen und anderen Gegenständen
FR2754553A1 (fr) * 1996-10-11 1998-04-17 Vriet Gilles Bandeau de securite pour routes et autoroutes
FR2759716B1 (fr) * 1997-02-20 1999-06-04 Colas Sa Barriere et element absorbant pour une barriere
FR2792958B3 (fr) * 1999-04-29 2001-03-02 Hsiun Rong Corp Tablier de protection pour glissieres de securite
DE19934659A1 (de) 1999-07-23 2001-01-25 Deutsche Verpackungsmittel Schallschutzeinrichtung für Verkehrswege
DE19953892A1 (de) 1999-11-10 2001-06-13 Peter Stoos Verkehrsleitelement
ES2174718B1 (es) * 2000-08-02 2004-07-16 Europa Sistemas Basyc, S.L. Barrera anti-salida y colision.
ES1051470U (es) 2001-09-24 2002-08-16 Mobil Castilla 2000 S L Pieza de revestimiento para postes y bandas metalicas de guardarrailes

Non-Patent Citations (1)

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Title
See references of WO2005021872A2 *

Also Published As

Publication number Publication date
AT500180B1 (de) 2006-11-15
WO2005021872A2 (fr) 2005-03-10
AT500180A1 (de) 2005-11-15
WO2005021872A3 (fr) 2005-06-02

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