EP1719840A2 - Guardrail arrangement - Google Patents

Abstract

The arrangement (10) has a number of supports (11) fixed in the ground joined by mutually parallel upper and lower long bars (12,13). The lower bars have deformation elements (15) near the supports and formed by vertical circular tubes. The deformation elements carry guide planks (17) and the supports carry strengthening elements on the rear facing away from the guide planks.

Description

The invention relates to a protective barrier arrangement for roadways, in particular for use at the edge of the road, on the median strip or to secure danger spots, with a plurality of bottom-mounted uprights, which are interconnected by means of mutually parallel lower and upper longitudinal beams, wherein at the lower longitudinal spar in the area the stator deformation elements are fixed, which carry a parallel to the lower longitudinal spar extending guardrail, and wherein the deformation elements are each formed as a straight circular tube, the axis of which is vertically aligned.

Such a guard rail arrangement is for example from the WO 97/26411 is known and serves mainly to prevent crossing of the roadway edge by a strayed from the way vehicle. This is intended to prevent further endangering of persons in the vehicle, for example on embankments or on bridges. In addition, such protective barrier arrangements also serve as a protective device for adjacent facilities such as, for example, collapse-endangered structures or the like. They are usually made of steel.

Such protective barrier arrangements are constructed from selectively coordinated individual elements connected in a certain way. These allow plastic deformation in certain calculable limits in order to be able to absorb the forces occurring during the impact. According to the WO 97/26411 this is done in particular by the deformation elements. At the same time, the longitudinal spars constitute a relatively stable barrier, which usually prevents a break-through of this restraint system by a distribution of the impact forces by means of the longitudinal spars on a plurality of stands.

This known protective barrier arrangement has proven very successful in practice. However, it has been shown that, in particular in accidents involving heavy vehicles with a gross vehicle weight of, for example, 40 tons, breaching of the protective barrier arrangement is nevertheless possible. Therefore, an improvement of the protective effect is desirable.

The invention is therefore the object of developing a generic guard rail assembly such that it shows improved retention properties without losses in terms of the absorption properties of impact forces.

This object is achieved by a protective barrier arrangement with the features of claim 1. This is characterized in particular by the fact that on the side facing away from the guard rail side of the stand, a rear reinforcing element is arranged.

According to the invention, it is thus provided for the first time to distribute the impact forces caused by an impact within the guard rail arrangement not only over the traffic-facing longitudinal beams on a plurality of stands, but additionally to arrange a suitable for receiving tensile forces on the opposite side of the stand. Thus, a possible individual evasive movement of individual stands is prevented even more reliable, as they are bordered on both sides with load-distributing elements. The guard rail assembly can thus withstand higher overall loads, so that possible accidents with heavy-duty vehicles is taken into account.

Since the guardrail is still connected via deformation elements with the lower longitudinal spar, this is also not at the expense of the absorption properties of the guard rail assembly, so that in this regard the same advantages as with the known guard rail assembly according to the WO 97/26411 be achieved. The protective barrier arrangement according to the invention thus contributes to the security requirements All road users regardless of the total weight of their vehicles and thus the possible impact energy bill.

Another advantage is that the inventively provided arrangement of a rear reinforcing element with little additional construction and deployment effort is possible. This also limits the cost.

Furthermore, the invention also allows retrofitting existing guard rail assemblies, such as those from the WO 97/26411 are known.

Advantageous developments of the protective barrier arrangement according to the invention are the subject of the dependent claims.

Thus, in one embodiment, it is possible for the back reinforcing element to be formed as a profile rail which connects the uprights to one another and is preferably fastened to each stand at the upper end. This can be achieved with simple design measures significantly improved retention properties, since such rails have a high tensile strength. If, in the course of an accident, impact forces act on the protective barrier arrangement according to the invention, these are thus reliably distributed by means of the profile rail to a larger number of uprights. In this case, the stabilizing effect of the rail already starts with a small plastic deformation of the arrangement, since it is arranged on the side facing away from an accident site of the stand.

It is further advantageous if, furthermore, an underride guard rail is arranged, which is arranged substantially parallel to the lower longitudinal beam, wherein the underride guard rail is disposed on the same side of the stand, as the guardrail, as well as positioned closer to the footprint is as the guardrail. This improves in particular the protective effect in the collision of passenger cars, since a contact of vehicle elements such as the wheels with the uprights of the guard rail assembly is reliably prevented. As an impact usually takes place at an acute angle, the impinging vehicle thus usually slides along this underrun protection rail, whereby the force of the impact can be mitigated and a gradual absorption of the impact energy is possible.

Furthermore, it is possible that the lower and upper longitudinal spar each formed of a C-shaped profile, which is fixed by means of a directly attached to the uprights fastening tab. In contrast to the prior art according to the WO 97/26411 , in which the longitudinal beams connected by pressure plates with spacers with the uprights, so are fixed in a floating manner, the present invention provides a genuine clamp connection by the direct fastening manner. This allows for enhanced bonding between the tread elements and the uprights, which in turn results in improved transmission of impact forces to adjacent stands. The degree of deflection of the protective barrier arrangement according to the invention is thus reduced compared to the prior art. This is particularly advantageous in areas with limited space.

It is possible that the stands are anchored in the ground by a bottom end thereof is sunk in the ground. This is a technically simple and widely proven anchoring the guard rail arrangement given.

Alternatively, however, it is also possible, in particular in areas with a bound substrate, that the uprights are provided in one piece with a base plate, by means of which they are anchored to the contact area in each case. This design is intended, for example, on bridges and has also proven itself many times.

In a further embodiment, it is also possible that the rear reinforcement is made by anchoring at least one stand on a serving as a rear reinforcing element adjacent structure. This makes it possible to absorb impact energies particularly reliably. This is particularly advantageous when limited space prevail. Suitable structures, for example Impact base, gantries, tunnel portals, etc. Also in this embodiment, a reduced evasive movement of the stand is achieved, at the same time the relevant building is protected by the inventive guard rail arrangement from damage.

In this case, it is advantageous if the distance between uprights anchored to the structure and adjacent uprights fixed at the base is greater than the conventional stand spacing and greater than 1.33 m. By this combination of ground-fixed and anchored to the building stands can be a reduction of Fahrzeugwankbewegungen achieve in an impact. Possibly impinging vehicles are prevented by the inventive guard rail system to a direct contact with the relevant structure. Since such an impact usually occurs at an acute angle to the guardrail, the guardrail allows the vehicle to slide along the guardrail assembly. Furthermore, it is also possible by this minimum distance to ram the stand in the front of the building in the ground, which facilitates the structure. This is the case, in particular, when the increased distance between the uprights anchored to the structure and adjacent uprights fixed at the bottom is greater than 1.5 m and preferably 1.7 m. An even greater distance is often not provided, since this can go to the detriment of the stability of the guard rail assembly according to the invention. In certain applications, however, deviations from these distance dimensions are desired and possible.

In a further embodiment, it is also possible that on both sides of the stator a guardrail is arranged, wherein the rear reinforcing member has a second upper longitudinal spar which is parallel to the other upper longitudinal spar on the back of the stator, and wherein the second guardrail by a second lower longitudinal beam is worn with deformation elements attached thereto. This embodiment is particularly advantageous when used on two-lane roads with a median strip. Its compact shape also allows it to be used in narrow median strips. In order to the guard rail assembly according to the invention also provides an advantageous construction for these applications, depending on the side of the impact of the remote upper longitudinal spar as a reinforcing element allows improved transmission of the tensile forces on adjacent stands. This achieves a reduced system deflection in both directions.

In some applications, it is advantageous if the crash barriers are fastened to the uprights at different heights above the footprint. The protective barrier arrangement thus formed can thus also be used on median strips on two-lane roads with lanes offset from one another in the vertical position. The usually provided installation height of the guardrail of about 0.75 m with respect to the upper edge of the road can thus be provided here easily with a single system.

It is a further advantage if the butt points of lower longitudinal struts which are lined up in the running direction of the guardrail are positioned offset from one another in abutment with upper longitudinal struts which are lined up against one another. This results in homogeneous stability properties as seen along the direction of travel of the guardrail, since any weak points at the joints, for example when not correctly screwed, are offset relative to one another. This ensures more reliably that impact forces are distributed over several stands.

Furthermore, it is also possible that the length of the deformation element substantially corresponds to the vertical extent of the lower longitudinal spar. In practical experiments, it has been found that such, compared to the construction according to the WO 97/26411 extended deformation tube, in particular in the impact of heavy trucks is of particular advantage. Thus, initial force peaks can be more reliably absorbed, which reduces the impact severity. Thus, according to the invention, even in an accident with a heavy vehicle with z. B. 40 t permissible total weight improved protection for involved persons.

Fig. 1

eine perspektivische Darstellung der erfindungsgemäßen Schutzplankenanordnung in einer ersten Ausführungsform;

Fig. 2

eine Vorderansicht der Schutzplankenanordnung gemäß Fig. 1;

Fig. 3

eine Draufsicht auf die Schutzplankenanordnung gemäß der Fig. 1 und 2;

Fig. 4

eine Seitenansicht der erfindungsgemäßen Schutzplankenanordnung gemäß dem Schnitt A-A in Fig. 2;

Fig. 5

eine Seitenansicht einer zweiten Ausführungsform der erfindungsgemäßen Schutzplankenanordnung;

Fig. 6

eine Seitenansicht einer dritten Ausführungsform der erfindungsgemäßen Schutzplankenanordnung;

Fig. 7

eine Seitenansicht einer vierten Ausführungsform der erfindungsgemäßen Schutzplankenanordnung; und

Fig. 8

eine Seitenansicht einer fünften Ausführungsform der erfindungsgemäßen Schutzplankenanordnung.

The invention will be explained in more detail in exemplary embodiments with reference to the figures of the drawing. It shows:

Fig. 1

a perspective view of the protective barrier arrangement according to the invention in a first embodiment;

Fig. 2

a front view of the guard rail assembly of FIG. 1;

Fig. 3

a plan view of the guard rail assembly according to Figures 1 and 2.

Fig. 4

a side view of the protective barrier arrangement according to the invention according to the section AA in Fig. 2;

Fig. 5

a side view of a second embodiment of the protective barrier arrangement according to the invention;

Fig. 6

a side view of a third embodiment of the protective barrier arrangement according to the invention;

Fig. 7

a side view of a fourth embodiment of the protective barrier arrangement according to the invention; and

Fig. 8

a side view of a fifth embodiment of the protective barrier arrangement according to the invention.

A first embodiment of the invention in the form of a protective barrier arrangement 10 is shown in FIGS. This has a plurality of rammed into the ground stand 11, which are connected to each other by means of upper longitudinal beams 12 and lower longitudinal beams 13. In this case, the joints of aligned upper longitudinal bars 12 are offset to corresponding joints of juxtaposed lower longitudinal beams 13 are positioned.

The stand 11 are formed in a conventional manner as a C-profile body. Likewise, the longitudinal beams 12 and 13 are formed of C-shaped box sections, which point with their open side to the uprights 11. The longitudinal beams 12 and 13 are fixed by means of in Fig. 4 shown fastening tabs 14 via a screw clamped to the uprights 11.

The guard rail assembly 10 further includes deformation elements 15, which are each secured in the region of the stand 11 on the lower longitudinal spar 13. They are designed as a straight circular tube and arranged so that its axis extends substantially vertically. Compared to those from the WO 97/26411 However, the deformation elements 15 are formed longer and dimensioned so that their length substantially corresponds to the vertical extent of the lower longitudinal spar 13, as can be seen from the figures known deformation elements. Furthermore, the deformation elements 15 have a larger diameter than the deformation elements known in the prior art. In the present embodiment, the diameter of the deformation elements is approximately 194 mm. The height of each deformation element 15 is about 180 mm and the wall has a thickness of about 4.5 mm.

At each deformation element 15, a support bracket 16 is fixed, by means of which a guardrail 17 is supported and secured, which extends over the longitudinal extent of the guard rail assembly 10 away.

Parallel to the lower longitudinal beam 13, a underride protection rail 18 is further arranged, which is positioned closer to the footprint than the guardrail 17. This underrun protection rail 18 is also configured as a C-shaped profile and by means of a screw connection via mounting lugs on the uprights 11 set. In the present embodiment, the underride protection rail 18 outer dimensions of 100 mm to 50 mm.

The guard rail assembly 10 further includes on the side facing away from the guard rail 17 side of the stand 11 serving as a rear reinforcing element reinforcing rail 19 on. This is also C-shaped and connected to each stand 11 by means of fastening tabs by clamping by screw connection. As can be seen in particular from FIGS. 1 and 4, the reinforcing rail 19 is positioned at the upper end of the stand 11. In the present embodiment, the reinforcing rail 19 has external dimensions of 100 mm to 50 mm.

In the event of a collision of a motor vehicle, the deformation element 15 is thus first deformed in a conventional manner for absorption of the impact energy. If the force of the impact exceeds a certain extent, deformation of the stator 11 positioned closest to the point of impact finally results, this deformation energy being transmitted by means of the reinforcing rail 19 as tensile force to adjacent uprights 11. The thus existing composite thus allows a better distribution of the impact energy over the longitudinal extent of the guard rail assembly 10, so that improved retention properties are achieved.

In Fig. 5, the side view of a second Ausführungsforin of the invention is shown. According to this has a guard rail assembly 20 uprights 21 which are interconnected by means of an upper longitudinal beam 22 and a lower longitudinal beam 23. The longitudinal bars 22 and 23 are fixed via fastening tabs 24 on the uprights 21.

Furthermore, in this embodiment as well, a deformation element 25 is provided in the region of each stator 21, which is designed as an upright, straight circular tube. Finally, a guardrail 27 is attached to the deformation elements 25 via a support bracket 26. Similarly as in the first embodiment, a underride protection rail 28 and a rear reinforcing rail 29 are further arranged.

Notwithstanding the first embodiment, the stator 21 has a foot plate 21a, by means of which it is attached to the ground. The foot plate 21a is formed integrally with the stator 21. The anchoring of the uprights 21 in the ground takes place via a plurality of composite anchors, which in a preferred embodiment are designed for a failure load of at least 72 kN per anchor at a placement depth of 125 mm. Thus, the overall construction, and in particular the dimensioning of the stand with base plate and the deformation elements, designed so that the least possible force is applied to the structure on which the guard rail assembly 20 is positioned. This construction is particularly suitable for use on bridges etc.

In Fig. 6, a third embodiment of the invention is shown. According to this, a guard rail assembly 30 has uprights 31 which are rammed into the ground. The guard rail assembly 30 is suitable on both sides for receiving on impact loads and has this on each side of the stand 31 upper longitudinal members 32 A and 32 B and lower longitudinal members 33 A and 33 B on. These are in turn connected via fastening straps 34 with the uprights 31. On the lower longitudinal beams 33A and 33B deformation elements 35 are further attached, which carry support bracket 36. At these guards 37A and 37B are arranged such that there is the apparent from Fig. 6 symmetrical arrangement. In this embodiment, the diameter of the deformation elements is about 140 mm. The height of each deformation element 35 is about 180 mm and the wall has a thickness of about 3.6 mm. The other elements of the guard rail assembly 30 are formed in their individual shape according to the first and second embodiments.

In this third embodiment, the upper longitudinal beams 32A and 32B mutually serve, depending on the side of the impact, as the rear reinforcing member.

FIG. 7 shows a fourth embodiment of the invention. Here, similar to the third embodiment, a guard rail assembly 40 has uprights 41 which are rammed into the ground. The ground is inclined here, however formed because the arranged on both sides of the roadways have a different altitude. The guard rail assembly 40 is designed for receiving both sides of impact energy. It also has for this purpose upper longitudinal beams 42A and 42B and lower longitudinal beams 43A and 43B, which are fixed by means of fastening tabs 44 on the uprights 41. Deformation elements 45, which bear support brackets 46, are fastened in a known manner to the lower longitudinal struts 43A and 43B. Guard rails 47A and 47B are attached to this again.

Also in this embodiment, the upper longitudinal beams 42A and 42B mutually serve as the back reinforcing member, depending on which side the impact comes from.

The third embodiment shown in FIG. 6 and the fourth embodiment shown in FIG. 7 are provided in particular for applications in which carriageways are spatially separated from one another.

In Fig. 8, a fifth embodiment of the invention is shown. According to this, a guard rail assembly 50 stands 51, which are interconnected by means of an upper longitudinal spar 52 and a lower longitudinal spar 53. The longitudinal beams 52 and 53 are thereby fixed in a clamping manner as in the other embodiments by means of fastening tabs 54 on the uprights 51. At the lower longitudinal beam 53, a deformation element 55 is further attached, which in terms of dimensions from the WO 97/26411 corresponds to known deformation elements. At each deformation element 55, a support bracket 56 is further arranged, which carries a guardrail 57. Further, an underride protection rail 58 is arranged on the uprights 51.

Deviating from the previous embodiments, however, the uprights 51 are not fixed on the bottom side, but on the side facing away from the guardrail 57 firmly attached to a building 59, which serves as a rear reinforcing element. For this purpose, preferably composite anchors are used to a reliable connection manufacture. For example, these are designed for a failure load of at least 72 kN per anchor with a placement depth of 125 mm.

The invention allows in addition to the embodiments shown to further design approaches.

It is thus possible to transfer individual features of one embodiment within the scope of the technically possible to any other embodiment.

In particular, it should be noted in all the described embodiments that elements such as the deformation element explained in three embodiments are interchangeable depending on the application and the desired dimensioning. Similarly, depending on the application, it may be appropriate to provide an underride guard rail, but this is not essential. Likewise, embodiments are possible without the support bracket as a carrier element for the guardrail.

Moreover, it is e.g. possible to provide the stands, the longitudinal beams, the underride protection rail and / or the reinforcing rail in another type of profile or other dimensions.

The shape of the deformation elements may differ from the described. In particular, other geometries than those of a circular tube can be used for this purpose. Furthermore, an adaptation of the dimensions to the particular application is possible.

Furthermore, it is also possible to attach the longitudinal beams in other ways to the uprights. For example, here on the mounting method according to the WO 97/26411 be recourse, which provides spacers for a floating storage.

Moreover, it is not necessary in all applications that the reinforcing rails 19 and 29 are present at the top of the stand 11 and 21; Rather, they may also be spaced therefrom, for example at a height between the two longitudinal beams 12 and 13 or 22 and 23 may be arranged.

Claims (12)

Guard rail arrangement (10; 20; 30; 40; 50) for roadways, in particular for use at the edge of the road, on the median strip or for the protection of danger spots, having a plurality of bases (11; 21; 31; 41; 51) fixed to the ground by means of mutually parallel lower and upper longitudinal beams (12, 13, 22, 23, 32A, 32B, 33A, 33B, 42A, 42B, 43A, 43B, 52, 53), wherein on the lower longitudinal spar (13, 23; 33A, 33B, 43A, 43B, 53) in the region of the uprights (11; 21; 31; 41; 51) are defined deformation elements (15; 25; 35; 45; 55) which are parallel to the lower longitudinal spar (13; 33A, 33B, 43A, 43B, 53), and wherein the deformation elements (15, 25, 35, 45, 55) each form a straight circular tube are whose axis is oriented substantially vertically, characterized in that on the guard rail (17; 27; 37A, 37B, 47A, 47B; 57) facing away from the stand he (11; 21; 31; 41; 51) a back reinforcing element (19; 29; 32A, 32B; 42A, 42B; 59) is arranged. Guard rail arrangement according to Claim 1, characterized in that the rear-side reinforcing element is designed as a profiled rail (19; 29) which connects the uprights (11; 21) to one another and is preferably fastened at the upper end to each upright (11; 21). Guard rail arrangement according to claim 1 or 2, characterized in that there is further arranged an underride guard rail (18; 28; 58) which is arranged substantially parallel to the lower longitudinal spar (13; 23; 53), the underrun guard rail (8). 18; 28; 58) is arranged on the same side of the uprights (11; 21; 51) as the guardrail (17; 27; 57) and positioned closer to the footprint than the guardrail (17; 27; 57 ). Guard rail arrangement according to one of claims 1 to 3, characterized in that the lower and upper longitudinal members (12, 13; 22, 23; 32A, 32B, 33A, 33B; 42A, 42B, 43A, 43B; 52, 53) each consist of a C-shaped profile is formed, which is fixed by means of a directly to the uprights (11; 21; 31; 41; 51) fixed fastening tab (14; 24; 34; 44; 54). Guard rail arrangement according to one of claims 1 to 4, characterized in that the uprights (11; 31; 41) are anchored in the ground by sinking a bottom end thereof into the ground. Guard rail arrangement according to one of Claims 1 to 4, characterized in that the uprights (21) are provided in one piece with a foot plate (21a) by means of which the uprights (21) are respectively anchored to the contact surface. Guard rail arrangement according to one of Claims 1 to 6, characterized in that the rear-side reinforcement is produced by anchoring at least one upright (51) on an adjacent building (59) serving as the rear reinforcement element. Guard rail arrangement according to claim 7, characterized in that the distance between the building (59) anchored uprights (51) and each adjacent, bottom side fixed stands is greater than the conventional stand distance and thereby greater than 1.33 m, in particular greater than 1.5 m and preferably about 1.7 m. Guard rail arrangement according to one of Claims 1 to 8, characterized in that a guardrail (37A, 37B, 47A, 47B) is arranged on both sides of the upright (31; 41), the rearward reinforcing element having a second upper longitudinal spar (32A, 32B; 42B) which runs parallel to the other upper longitudinal spar on the back of the uprights (31; 41), and wherein the second Guardrail is supported by a second lower longitudinal beam (33A, 33B, 43A, 43B) with deformation elements attached thereto. Guard rail arrangement according to claim 9, characterized in that the crash barriers (47A, 47B) are fastened at different heights above the footprint on the uprights (41). Guard rail arrangement according to one of claims 1 to 10, characterized in that the joints of rowed lower longitudinal bars (13) seen in the direction of travel of the guardrail (17) are positioned offset to joints of aligned upper longitudinal beams (12). Guard rail arrangement according to one of claims 1 to 11, characterized in that the length of the deformation element (15; 25; 35; 45) substantially corresponds to the vertical extent of the lower longitudinal spar (13; 23; 33; 43).

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