EP1722037B1 - Traffic guidance device - Google Patents

Traffic guidance device Download PDF

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Publication number
EP1722037B1
EP1722037B1 EP06008593A EP06008593A EP1722037B1 EP 1722037 B1 EP1722037 B1 EP 1722037B1 EP 06008593 A EP06008593 A EP 06008593A EP 06008593 A EP06008593 A EP 06008593A EP 1722037 B1 EP1722037 B1 EP 1722037B1
Authority
EP
European Patent Office
Prior art keywords
supports
traffic guidance
guidance device
anchor
tension
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
EP06008593A
Other languages
German (de)
French (fr)
Other versions
EP1722037A3 (en
EP1722037A2 (en
Inventor
Andreas Gerhard
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.)
SAH Verkehrstechnik GmbH
Original Assignee
Toge Duebel A Gerhard KG
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
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Priority to PL06008593T priority Critical patent/PL1722037T3/en
Priority to SI200630449T priority patent/SI1722037T1/en
Priority to DE202006020863U priority patent/DE202006020863U1/en
Priority to EP20090003160 priority patent/EP2063026A3/en
Application filed by Toge Duebel A Gerhard KG filed Critical Toge Duebel A Gerhard KG
Publication of EP1722037A2 publication Critical patent/EP1722037A2/en
Publication of EP1722037A3 publication Critical patent/EP1722037A3/en
Publication of EP1722037B1 publication Critical patent/EP1722037B1/en
Application granted granted Critical
Priority to CY20091101103T priority patent/CY1109511T1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E01F15/025—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
    • E01F15/04—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
    • 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
    • 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
    • E01F15/085—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 metal

Definitions

  • the invention relates to a traffic guidance device for attachment to the edge of a roadway for motor vehicles.
  • Traffic guidance devices are known in various forms. They are particularly important on bridges because they are intended to prevent a vehicle coming off the road from falling off the bridge. Especially on bridges traffic guidance devices are therefore used in the form of concrete barriers, which generally prevent the vehicle from the bridge crashes, but often lead to considerable damage to the vehicle and passengers due to their hardness
  • the invention has for its object to provide a traffic control device that overcomes the disadvantages of the prior art.
  • the object is solved by the features of claim 1.
  • the essence of the invention is to use in a traffic guidance device with separate vertical supports as tension rods with a continuous outer thread formed horizontal tension anchor for tension-free longitudinal reinforcement, wherein adjacent train anchor by connecting nuts together are connected so that over long distances interconnected transverse reinforcements in the traffic-Leitinraum acquire.
  • Fig. 1 to 7 do not represent embodiments of the invention, but are merely illustrative.
  • a traffic guidance device 1 is mounted on the edge of roadways 49 to prevent vehicles coming off the roadway from passing over the roadway edge 2. This is especially important on bridges, especially on motorway bridges.
  • the device 1 extends along a roadway direction 3 and has the same, except for connection points 42 along the direction 3, in Fig. 2 illustrated cross-section.
  • the device 1 has along a horizontal, perpendicular to the roadway direction 3 extending side direction 4 a the roadway edge 2 facing front portion 5, an adjoining middle section 6 and an adjoining rear section 7.
  • the front portion 5 has a horizontally extending, along the roadway direction 3 extending, supported on the bottom 8 bottom plate 9.
  • the bottom 8 is the example according to Fig. 1 to 4 either asphalt or concrete. In the example according to Fig. 5 the attachment to normal soil is described.
  • the bottom plate 9 is followed by a substantially vertically extending, over one Part of the total height H G of the device 1 extending front plate 10 at.
  • the front plate 10 has a height H V.
  • H V / H G ⁇ 0.5, ⁇ 0.6, in particular approximately equal to 0.75.
  • At the front plate 10 is followed by an obliquely upward obliquely upward in the direction 4 inclined plate 11, wherein preferably b ⁇ 45 °.
  • the inclined plate 11 is followed by a middle section 6 associated, horizontally extending deck plate 12 at.
  • the plates 9, 10, 11 and 12 are integrally formed with each other and consist of a continuous sheet, in particular sheet steel.
  • the four plates are referred to together as the front part 13.
  • a block-shaped block 14 of aerated concrete, aerated concrete or another similarly compressible mineral material In the area of the middle section 6, beneath the cover plate 12, there is provided a block-shaped block 14 of aerated concrete, aerated concrete or another similarly compressible mineral material.
  • the block 14 has approximately the height H G and a thickness Dp, where D P / H G ⁇ 0.15, in particular equal to 0.25.
  • the block 14 is supported with its underside 15 on the floor 8.
  • the block 14 is attached to a rear part 16 formed in one piece of metal.
  • the rear part 16 consists of a cover plate 17 which extends horizontally and rests on the upper side 18 of the block 14.
  • the deck plate 17 is adjoined by a vertically extending rear plate 19 resting against the block 14, to which in turn a horizontally extending base plate 20 supported on the base 8 is connected.
  • the bottom plate 20 projects rearward from the rear plate 19 along the side direction 4.
  • the plates 17, 19 and 20 are integrally formed with each other and are preferably made of a one-piece sheet steel.
  • the block 14 has at its in Fig. 2 right upper edge of a beveled portion 44, ie in this area, the right-angled edge has been removed.
  • the portion 44 extends substantially parallel to the inclined plate 11 spaced therefrom.
  • the block 14 is fastened to the rear part 16 with mounting anchors 21 described in more detail below. These grip by mounted in the rear plate 19 horizontal holes 22.
  • mounting anchors 21 are as part of the rear part 16 in the in Fig. 2 illustrated view as rectangular triangles formed supports 23 welded, which are welded with their longer leg to the rear plate 19 and are welded with their shorter leg to the bottom plate 20. These are arranged at regular intervals along the lane direction 3, for example, every meter. It is also possible not to provide the rear floor panel 20 continuously along the lane direction 3, but to provide only corresponding portions in the vicinity of the pillars 23. It is also possible to use supports that do not taper in a triangular shape towards the top, but have a rectangular cross-section in the side view.
  • T-beams or double-T beams are used as supports.
  • the bottom plate 20 and the supports 23 are associated with the rear portion 7.
  • the deck plate 17 and the rear plate 19 and the block 14 are associated with the central portion 6.
  • the front part 13 and the rear part 16 are connected to each other through holes 25 which run vertically through the top plate 12, the cover plate 17 and the block 14, via corresponding fastening anchor 21.
  • the front plate 10, the oblique plate 11, the front 26 of the block 14 and the bottom 8 enclose a deformation space 27, which is empty in the present embodiment, but also with corresponding compressible materials such as plastic foam, glass wool, etc. filled can be.
  • numerous keyhole-shaped recesses 28 are arranged side by side, which consist of a circular portion 29 with a diameter D K and an immediately adjoining elongated portion 30 of the width B L.
  • B L is smaller than D K , where D K is substantially equal to the outside diameter of the mounting anchor 21 in this area.
  • the recess 28 is thus a tapered oblong hole, the narrower section pointing in the direction of the roadway edge 2. It is possible that the recess 28 has other shapes. It is also possible in principle to use a slot of constant thickness. It is also possible to choose a slot shape in which the width decreases steadily.
  • the bottom plate 9 is fastened through the recesses 28 with fastening anchors 21 on the floor 8.
  • the armature 21 has a cylindrical core 31 with a thread 32 extending from the insertion end opposite to the screwing-in direction, which has cutting elements 33 in the front section.
  • the content of this application is hereby incorporated into the present application.
  • the armature 21 has a cylindrical core 31 with a thread 32 extending from the insertion end opposite to the screwing-in direction, which has cutting elements 33 in the front section.
  • In the rear region of the anchor has an outwardly open internal thread 34 and at the bottom for screwing the armature 21 on a polygonal socket 35.
  • the core 31 has an outwardly widening collar 36.
  • a borehole 37 is first drilled, this partially filled with a thermosetting compound 38 and then the core 31 is screwed with an impact wrench in the borehole 37 until the collar 36 is aligned with the top of the bottom 8.
  • the to be fastened Object for example, the bottom plate 9, with the recess 28 placed over the internal thread 34.
  • a screw with a metal external thread 39 is screwed with a washer 40 and a rounded polygonal head 41 through the recess 28 in the internal thread 34 and the object, for example, the bottom plate 9, attached to the bottom 8.
  • An advantage of the armature 21 is that the core 31 with the thread 32 in the bottom 8 is not permanently - unlike a screw - under tension, since the head 41 is ultimately supported on the collar 36.
  • the compound compound 38 results in a particularly good anchorage in the ground, which is particularly advantageous for porous materials such as asphalt or concrete.
  • z instead of the mounting anchor 21 and normal screws, z. As concrete screws used.
  • the assembly of the traffic guidance device 1 and then its behavior in the event of an impact will first be described below. Only two different parts, namely the front parts 13 and the rear parts 16 are supplied separately from each other on the respective construction site.
  • the front parts 13 can be stacked on each other to save space.
  • the block 14 is already bolted to the rear plate 19, so pre-assembled.
  • holes 37 are made in the ground 8, d. H. drilled in concrete or asphalt.
  • the bottom plates 9 and 20 are connected via fastening anchor 21 to the bottom 8.
  • the front parts 13 have at their longitudinal ends longitudinally projecting connecting portions 42 which project longitudinally beyond the longitudinal ends of the rear parts 16. These have numerous holes 43.
  • the connection sections 42 of two adjacent Front parts 13 are brought to coincidence during assembly and bolted together by numerous screw-nut connections. This creates an along the roadway direction 3 endless traffic-guiding device 1. Also, from above fastening anchor 21 are screwed through the deck plates 12 and 17 in the block 14 and all three parts connected to each other.
  • a vehicle coming off the roadway 49 first encounters the front section 5, which is thereby deformed.
  • the front plate 10 approaches the block 14, whereby the deformation space 27 is reduced.
  • the deformation of the front section 5 continuously absorbs impact energy.
  • the edge between the front plate 10 and the slant plate 11 stabilizes the front part 13, whereby more impact energy can be converted to heat in an impact.
  • the bottom plate 9 is displaced along the side direction 4.
  • the attachment armature 21 expands the recess 28, whereby energy is also absorbed in a controlled manner.
  • the design of the rounded screw head 41 has the advantage that overlying tires are not torn open. In a weaker impact, only the front portion 5 is deformed.
  • the front plate 10 comes to rest on the block 14, which consists of cellular concrete.
  • the impact collapses it, which absorbs more energy.
  • the rear portion 7 is formed substantially rigid, in order to prevent that in a high-energy impact, the traffic-guiding device 1 is broken.
  • the traffic guidance device 1 thus has a predetermined total depth T G along the lateral direction 4 has a high energy absorption capacity.
  • only the front part 13 needs to be replaced.
  • the impact on the impacting vehicle is much lower than with a concrete barrier, since in a collision with the traffic control device 1 shown a much higher proportion of the impact energy is converted by deformation of the traffic control device 1 into heat.
  • Fig. 5 another example of a traffic guidance device described. Identical parts are given the same reference numbers as in the first example, to the description of which reference is hereby made. Structurally different but functionally similar parts receive the same reference numerals with a following a.
  • the second example according to Fig. 5 concerns the case where traffic control equipment 1a does not have to be installed on concrete or asphalt but on earth. In this case, attachment via attachment anchor 21 is not possible.
  • alternatively arranged in the block 14, one behind the other, vertical holes 45 are rammed by the rod-shaped armature 46 with radially projecting heads 47 in the bottom 8a.
  • the advantage of the deformability of the front section 5 is also retained in this example. The same applies to the simple installation on the building. Only the energy absorption in the recesses 28 is eliminated.
  • Fig. 6 another example of a traffic guidance device described. Identical parts are given the same reference numerals as in the first example, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b.
  • the example according to Fig. 6 concerns the case that the traffic guidance facility
  • Example according to Fig. 6 relates to the case that the traffic guidance device 1b is arranged not on the outer edge of a road 49, but between two lanes, so that it can come from both sides of the traffic-guiding device 1b to bounce.
  • the structure is most easily described as being that to the right of the central longitudinal plane 48 in FIG Fig. 2 lying half of the example according to Fig.
  • a block 14 is arranged centrally and on the sides of the block 14, a front part 13 and a second front part 13b mirrored on the plane 48 are arranged.
  • the parts 13 and 13b are connected via attachment anchors 21 to the floor 8, ie asphalt or concrete.
  • Due to the symmetrical structure is located on both sides of the block 14, a deformation space 27 and 27b.
  • the example according to Fig. 1 and 2 described positive deformation properties are in the example according to Fig.
  • Fig. 7 another example of a traffic guidance device described. Identical parts are given the same reference numerals as in the example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a c.
  • the example according to Fig. 7 has substantially the same structure as the example according to Fig. 6 , It is So determined for the arrangement between two lanes. As in the example according to Fig. 5 However, the attachment to the bottom 18 is not via attachment anchor 21, but via anchor 46 with heads 47, which are rammed by the block 14 into the ground. The floor 8c is thus not concrete or asphalt, but soil. Otherwise this applies to the examples according to Fig. 5 and 6 Said.
  • the front section 5 is constructed in the same way as in the example according to FIG Fig. 1 That is, it is a bottom plate 9, a front plate 10, a slant plate 11 and a cover plate 12 is provided as a one-piece component. On the deck plate 12 a cross-sectionally L-shaped profile is attached. This has a screwed to the top plate 12 deck plate 17d, from which a rear portion 16d extends vertically downwards. Unlike the example according to Fig.
  • the rear part 16d does not extend to the bottom, but only over the fraction of the total height required to fasten vertical supports 23d thereto with screws 21d.
  • the supports 23d are designed as T-beams. It is also possible to use double-T beams or supports according to the first embodiment.
  • the supports 23d are fixed to respective bottom plates 20d, in particular welded. These floor panels 20d are bolted to the floor 8 via attachment anchors 21d.
  • the supports 23d are arranged such that their transverse section 50 is screwed flat with the rear part 16d via screws 21d.
  • the foot portion 51 protrudes perpendicularly from the transverse portion 50 along the direction 4.
  • holes 52 are arranged at the same height in all foot sections, through which a pull-anchor 53, which is also referred to as a tie rod, is guided.
  • a pull-anchor 53 which is also referred to as a tie rod
  • Particularly suitable are known in the trade as Dywidag tension rods known anchors. These have on the surface on a continuous coarse thread 54 on which nuts 55 can be turned on.
  • two nuts 55 are arranged on the left and right of a bore 52 and tightened relative to the foot portion 51. In this way, the support 23 d can not be displaced in the event of an impact on the pull anchor 53.
  • Adjacent pull anchors 53 are connected to one another via sleeve-like connecting nuts 56 or threaded sleeves cooperating with the thread 54, so that cross-armatures which are connected to one another for a long distance are formed in the traffic guiding device 1d. It can also be several train anchor 53 are arranged one above the other. In this case, a plurality of bores 52 are respectively arranged in each foot section 51. The tension anchor 53 then expediently parallel to each other. By a skew, d. H. not horizontal course, the tension anchor 53, an additional strain can be generated.
  • the forces acting along the roadway direction 3 forces are taken not only by the supports 23d, which are directly affected by the impact, but the forces occurring over the Pull anchor 53 distributed on a large number of supports 23d.
  • the stability of the traffic guidance device 1d along the roadway direction 3 is substantially increased by the train anchor 53.
  • the pull anchors 53 are inexpensive, generally available on the market reinforcing bars.
  • the train anchor 53 may be at least hot-dip galvanized.
  • the actual crash barriers 57 which form the front part 13e, are standard crash barriers. There are two superposed crash barriers 57 are provided.
  • the upper guardrail 57 is screwed by a screw 58 with the interposition of an L-shaped support member 59 with the cross-sectionally U-shaped support 23e.
  • the lower guardrail 57 is also secured by a screw 58 to a substantially cylindrical, hollow damping element 60. On the opposite side this is screwed by two screws 58 to the support 23e.
  • the supports 23e are traversed by two superimposed train anchors 53.
  • the legs 61 of the cross-sectionally U-shaped supports 23e in each case two holes 52, through which a train anchor 53 is guided in each case.
  • the Switzerland-Ankern 53 are standard train anchor, as they are, inter alia, under the brand DYWIDAG on the market.
  • the pull anchors 53 have a coarse external thread 54 and on opposite sides flats 62, so that the train anchor 53 can be grasped with tools and above all rotated.
  • the tension anchor 53 is fixedly connected to the supports 23e in the area of the supports 23e by nuts 55 screwed onto them.
  • Each successively arranged train anchor 53 are by a connecting nut 56, also referred to as a sleeve, which surrounds the ends of two adjacent pull anchors 53.
  • the nut 56 has centrally a radially outwardly extending bore 63.
  • a self-hardening adhesive 67 is injected through the bore 63, which seals the remaining interior 64, in particular the area between the external thread 54 of the pull anchor 53 and the inner Thread of the nut 56, fills as in Fig. 10 is shown.
  • curable adhesives 67 for example, epoxy resins in question. After curing of the adhesive 67, the nut 56 sits firmly on the train anchors 53 and there is no game between them. This is of great importance for the stability of the traffic guidance device 1e.
  • the traffic guidance device 1e is a standard traffic guidance device.
  • Fig. 11 a further embodiment of the invention described. Identical parts are given the same reference numerals as in the first example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a following f.
  • the main difference compared to the embodiment according to Fig. 9 and 10 consists in the attachment of the train anchor 53 to the supports. Otherwise, especially the Arrangement of crash barriers 57 identical.
  • the supports 23f have with this screwed over nuts 65, opposite to the direction 4 projecting, U-shaped mounting bracket 66. Through this, the two superposed train anchor 53 are guided.
  • the recesses 28 of the example according to Fig. 1 be provided in all embodiments.
  • the attachment anchors 21 of the example according to Fig. 1 can be used if required.
  • a block 14 of porous, compressible material may be used. If the ground is made of earth, so in all cases, the attachment of the respective traffic-guiding device by appropriate Ramm-anchor done. All embodiments can be configured as Mittelleitplanken with appropriate adaptation, as in Fig. 6 is shown.
  • the train anchor 53 can also be used in all embodiments and especially in conventional guard rail systems.
  • the also referred to as a threaded rod train anchor is generally a standard train anchor, as it is under the brand "Dywidag" on the market.
  • the train anchor has a substantially circular cross-section.
  • the train anchor is solid made of solid material, especially steel.
  • the pull anchor is not just a sheet steel or steel tube.
  • the tension anchor has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm.
  • On the outside of a coarse external thread is provided, in particular rolled.
  • the external thread extends over the entire length of the tension anchor.
  • Flats are provided on opposite sides of the pull anchor to allow the pull anchor to be gripped and rotated with tools.
  • the train anchor has a great inherent rigidity, so that shear forces and not only tensile forces along the longitudinal direction of the train anchor can be transferred.
  • the train anchor differs significantly from a steel cable.
  • the draw anchor does not have the problem of sagging and the cable must be pretensioned.
  • the tensile anchor has a typical tensile strength of about 500-600 N / mm 2 .
  • such strength is chosen for the pull anchor to ensure the best combination of tensile and compressive strength and flexibility. Higher strengths of more than 900 N / mm 2 could cause the tensile anchor to rupture in the event of sudden impact stress without plastic deformation due to constriction.
  • the breaking value of the tensile anchor to train is between 100 kN and 1200 kN, in particular 150 kN to 630 kN. Relative to the individual diameters the breaking loads are as follows: at 50 mm diameter 1080 kN, at 40 mm diameter 631 kN, at 32 mm diameter 442 kN, at 28 mm diameter 336 kN and at 16 mm diameter 111 kN. These figures are all purely exemplary. It is in principle possible to use also Buch anchor with a different cross section, in particular a rectangular cross section. However, train anchors with a substantially round or oval cross section are particularly preferred.
  • Adjacent train anchors are connected by connecting nuts or sleeves, not shown, with a matching to the external thread internal thread to an endless composite.
  • connection of adjacent train anchors is on the DE 10 2006 001 980.6 dated 13.01.2006 , there in particular the Fig. 2 and 3 with the associated description.

Abstract

The device for guiding traffic is put on the edge of roads for lorries. It comprises a front part facing the road fixed to the edge of the road. It has several supports (23d) on the side of the front part (13) facing away from the road connected to front part and resting on the ground (8). It has at least one tension rod (53) running essentially horizontally through the supports. The supports are attached to at least one of the rods. Tension rods have an external thread (54), typically a coarse thread and are connected to one another using connecting nuts (56).

Description

Die Erfindung betrifft eine Verkehrs-Leit-Einrichtung zur Anbringung am Rand einer Fahrbahn für Kraftfahrzeuge.The invention relates to a traffic guidance device for attachment to the edge of a roadway for motor vehicles.

Verkehrs-Leit-Einrichtungen sind in verschiedenen Ausgestaltungen bekannt. Besonders auf Brücken haben sie große Bedeutung, da sie verhindern sollen, dass ein von der Fahrbahn abkommendes Fahrzeug von der Brücke stürzt. Vor allem auf Brücken werden deshalb Verkehrs-Leit-Einrichtungen in Form von Betonbarrieren verwendet, die zwar im Regelfall verhindern, dass das Fahrzeug von der Brücke stürzt, häufig jedoch aufgrund ihrer Härte zu erheblichen Schäden an Fahrzeug und Fahrzeuginsassen führenTraffic guidance devices are known in various forms. They are particularly important on bridges because they are intended to prevent a vehicle coming off the road from falling off the bridge. Especially on bridges traffic guidance devices are therefore used in the form of concrete barriers, which generally prevent the vehicle from the bridge crashes, but often lead to considerable damage to the vehicle and passengers due to their hardness

Aus der AT 243 845 ist eine Straßenbegrenzung für Kurvenstrecken bekannt, bei welcher Stützsäulen einer Straßenbegrenzung in Kurven durch Zug- oder Druckelemente miteinander verbunden sind. Als Zugelemente sind insbesondere Drahtseile vorgesehen, welche über die Länge einer Kurve verlaufen und welche mit den Säulen verspannt sind. Hierdurch wird die Verankerung der Säulen im Boden belastet.From the AT 243 845 is a road boundary for curve sections known in which support columns of a road boundary in curves are connected by tension or compression elements together. In particular wire cables are provided as tension elements, which run over the length of a curve and which are braced with the columns. This burdens the anchoring of the columns in the ground.

DE 100 62 648 A1 offenbart eine Verkehrs-Leit-Einrichtung gemäß dem Oberbegriff des Anspruchs 1. DE 100 62 648 A1 discloses a traffic guidance device according to the preamble of claim 1.

Der Erfindung liegt die Aufgabe zugrunde, eine Verkehrs-Leit-Einrichtung zu schaffen, die die Nachteile des Standes der Technik überwindet.The invention has for its object to provide a traffic control device that overcomes the disadvantages of the prior art.

Die Aufgabe wird durch die Merkmale des Anspruches 1 gelöst. Der Kern der Erfindung besteht darin, bei einer Verkehrs-Leit-Einrichtung mit voneinander getrennten Vertikal-Stützen als Zugstäbe mit einem durchlaufenden Außen-Gewinde ausgebildete horizontale Zug-Anker zur spannungsfreien Längsversteifung zu verwenden, wobei aneinander angrenzende Zug-Anker durch Verbindungs-Muttern miteinander verbunden sind, so daß über lange Abstände miteinander verbundene Quer-Armierungen in der Verkehrs-Leit-Einrichtung erstehen.The object is solved by the features of claim 1. The essence of the invention is to use in a traffic guidance device with separate vertical supports as tension rods with a continuous outer thread formed horizontal tension anchor for tension-free longitudinal reinforcement, wherein adjacent train anchor by connecting nuts together are connected so that over long distances interconnected transverse reinforcements in the traffic-Leitinrichtung acquire.

Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen.Further advantageous embodiments of the invention will become apparent from the dependent claims.

Zusätzliche Merkmale und Einzelheiten ergeben sich aus der Beschreibung mehrerer Ausführungsbeispiele anhand der Zeichnungen. Es zeigen

Fig. 1
eine Verkehrs-Leit-Einrichtung,
Fig. 2
einen Querschnitt der Verkehrs-Leit-Einrichtung gemäß Fig. 1,
Fig. 3
eine Ausschnittvergrößerung eines Befestigungs-Ankers der Verkehrs-Leit-Einrichtung gemäß Fig. 1,
Fig. 4
eine Ausschnittvergrößerung der Boden-Platte der Verkehrs- Leit-Einrichtung gemäß Fig. 1,
Fig. 5
ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung,
Fig. 6
ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung,
Fig. 7
ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung,
Fig. 8
eine Verkehrs-Leit-Einrichtung gemäß einem erfindungsge- mäßen Ausführungsbeispiel,
Fig. 9
eine Verkehrs-Leit-Einrichtung gemäß einem weiteren erfin- dungsgemäßen Ausführungsbeispiel,
Fig. 10
eine Verbindung von Zug-Ankern gemäß dem Ausführungsbeispiel gemäß Fig. 9 und
Fig. 11
eine Verkehrs-Leit-Einrichtung gemäß einem weite- ren Ausführungsbeispiel.
Additional features and details will become apparent from the description of several embodiments with reference to the drawings. Show it
Fig. 1
a traffic guidance facility,
Fig. 2
a cross section of the traffic guidance device according to Fig. 1 .
Fig. 3
a detail enlargement of a mounting anchor the traffic control device according to Fig. 1 .
Fig. 4
a detail enlargement of the bottom plate of the traffic control device according to Fig. 1 .
Fig. 5
another example of a traffic guidance facility,
Fig. 6
another example of a traffic guidance facility,
Fig. 7
another example of a traffic guidance facility,
Fig. 8
a traffic guidance device according to an inventive embodiment,
Fig. 9
a traffic guidance device according to a further embodiment of the invention,
Fig. 10
a connection of train anchors according to the embodiment according to Fig. 9 and
Fig. 11
a traffic guidance device according to a further embodiment.

Die Fig. 1 bis 7 stellen keine erfindungsgemäßen Ausführungsformen dar, sondern dienen lediglich der Erläuterung.The Fig. 1 to 7 do not represent embodiments of the invention, but are merely illustrative.

Im Folgenden wird unter Bezug auf die Fig. 1 bis 4 eine Verkehrs-Leit-Einrichtung beschrieben. Eine Verkehrs-Leit-Einrichtung 1 wird am Rand von Fahrbahnen 49 angebracht, um zu verhindern, dass von der Fahrbahn abkommende Fahrzeuge über den Fahrbahn-Rand 2 hinaus gelangen. Dies ist besonders auf Brücken, insbesondere auf Autobahnbrücken, von zentraler Bedeutung. Die Einrichtung 1 erstreckt sich entlang einer Fahrbahn-Richtung 3 und besitzt bis auf Verbindungs-Stellen 42 im Wesentlichen entlang der Richtung 3 denselben, in Fig. 2 dargestellten Querschnitt. Die Einrichtung 1 weist entlang einer horizontalen, senkrecht zur Fahrbahn-Richtung 3 verlaufenden Seiten-Richtung 4 einen dem Fahrbahn-Rand 2 zugewandten Vorder-Abschnitt 5, einen sich daran anschließenden Mittel-Abschnitt 6 sowie einen sich daran anschließenden Hinter-Abschnitt 7 auf.The following is with reference to the Fig. 1 to 4 a traffic guidance device described. A traffic guidance device 1 is mounted on the edge of roadways 49 to prevent vehicles coming off the roadway from passing over the roadway edge 2. This is especially important on bridges, especially on motorway bridges. The device 1 extends along a roadway direction 3 and has the same, except for connection points 42 along the direction 3, in Fig. 2 illustrated cross-section. The device 1 has along a horizontal, perpendicular to the roadway direction 3 extending side direction 4 a the roadway edge 2 facing front portion 5, an adjoining middle section 6 and an adjoining rear section 7.

Der Vorder-Abschnitt 5 weist eine horizontal verlaufende, sich entlang der Fahrbahn-Richtung 3 erstreckende, auf dem Boden 8 abgestützte Boden-Platte 9 auf. Bei dem Boden 8 handelt es sich bei dem Beispiel gemäß Fig. 1 bis 4 entweder um Asphalt oder Beton. Im Beispiel gemäß Fig. 5 wird die Befestigung an normalem Erdreich beschrieben. An die Boden-Platte 9 schließt sich eine im Wesentlichen vertikal verlaufende, sich über einen Teil der Gesamthöhe HG der Einrichtung 1 erstreckende Vorder-Platte 10 an. Die Vorder-Platte 10 besitzt eine Höhe HV. Es gilt: HV/HG ≥0,5, ≥0,6, insbesondere ungefähr gleich 0,75. An die Vorder-Platte 10 schließt sich eine unter einem Winkel b schräg nach oben in Richtung 4 verlaufende Schräg-Platte 11 an, wobei bevorzugt b ≈45°.The front portion 5 has a horizontally extending, along the roadway direction 3 extending, supported on the bottom 8 bottom plate 9. The bottom 8 is the example according to Fig. 1 to 4 either asphalt or concrete. In the example according to Fig. 5 the attachment to normal soil is described. The bottom plate 9 is followed by a substantially vertically extending, over one Part of the total height H G of the device 1 extending front plate 10 at. The front plate 10 has a height H V. The following applies: H V / H G ≥0.5, ≥ 0.6, in particular approximately equal to 0.75. At the front plate 10 is followed by an obliquely upward obliquely upward in the direction 4 inclined plate 11, wherein preferably b ≈45 °.

An die Schräg-Platte 11 schließt sich eine dem Mittel-Abschnitt 6 zugeordnete, horizontal verlaufende Deck-Platte 12 an. Die Platten 9, 10, 11 und 12 sind einteilig miteinander ausgebildet und bestehen aus einem zusammenhängenden Blech, insbesondere Stahlblech. Die vier Platten werden zusammen als Vorderteil 13 bezeichnet. Im Bereich des MittelAbschnitts 6 ist unterhalb der Deck-Platte 12 ein quaderförmiger Block 14 aus Porenbeton, Gasbeton oder einem anderen ähnlich zusammendrückbaren mineralischen Material vorgesehen. Der Block 14 weist ungefähr die Höhe HG und eine Dicke Dp auf, wobei DP/HG ≥0,15, insbesondere gleich 0,25. Der Block 14 ist mit seiner Unterseite 15 auf dem Boden 8 abgestützt. Der Block 14 ist an einem einteilig aus Metall gebildeten Hinterteil 16 befestigt. Das Hinterteil 16 besteht aus einer Deck-Platte 17, die horizontal verläuft und auf der Oberseite 18 des Blocks 14 aufliegt. An die Deck-Platte 17 schließt sich eine vertikal verlaufende am Block 14 anliegende Hinter-Platte 19 an, mit der wiederum eine horizontal verlaufende, auf dem Boden 8 abgestützte Boden-Platte 20 verbunden ist. Die Boden-Platte 20 steht von der Hinter-Platte 19 entlang der Seiten-Richtung 4 nach hinten hervor. Die Platten 17, 19 und 20 sind einteilig miteinander ausgebildet und bestehen bevorzugt aus einem einteiligen Stahlblech. Der Block 14 weist an seinem in Fig. 2 rechten oberen Rand einen abgeschrägten Abschnitt 44 auf, d. h. in diesem Bereich ist die rechtwinklige Kante entfernt worden. Der Abschnitt 44 verläuft im Wesentlichen parallel zur davon beabstandeten Schräg-Platte 11.The inclined plate 11 is followed by a middle section 6 associated, horizontally extending deck plate 12 at. The plates 9, 10, 11 and 12 are integrally formed with each other and consist of a continuous sheet, in particular sheet steel. The four plates are referred to together as the front part 13. In the area of the middle section 6, beneath the cover plate 12, there is provided a block-shaped block 14 of aerated concrete, aerated concrete or another similarly compressible mineral material. The block 14 has approximately the height H G and a thickness Dp, where D P / H G ≥0.15, in particular equal to 0.25. The block 14 is supported with its underside 15 on the floor 8. The block 14 is attached to a rear part 16 formed in one piece of metal. The rear part 16 consists of a cover plate 17 which extends horizontally and rests on the upper side 18 of the block 14. The deck plate 17 is adjoined by a vertically extending rear plate 19 resting against the block 14, to which in turn a horizontally extending base plate 20 supported on the base 8 is connected. The bottom plate 20 projects rearward from the rear plate 19 along the side direction 4. The plates 17, 19 and 20 are integrally formed with each other and are preferably made of a one-piece sheet steel. The block 14 has at its in Fig. 2 right upper edge of a beveled portion 44, ie in this area, the right-angled edge has been removed. The portion 44 extends substantially parallel to the inclined plate 11 spaced therefrom.

Der Block 14 ist mit nachfolgend näher beschriebenen Befestigungs-Ankem 21 an dem Hinterteil 16 befestigt. Diese greifen durch in der Hinter-Platte 19 angebrachte horizontale Bohrungen 22. Zur Stabilisierung sind als Teil des Hinterteils 16 in der in Fig. 2 dargestellten Ansicht als rechtwinklige Dreiecke ausgebildete Stützen 23 angeschweißt, die mit ihrem längeren Schenkel an der Hinter-Platte 19 angeschweißt sind und mit ihrem kürzeren Schenkel an der Boden-Platte 20 angeschweißt sind. Diese sind in regelmäßigen Abständen entlang der Fahrbahn-Richtung 3 beispielsweise jeden Meter angeordnet. Es ist auch möglich, die hintere Boden-Platte 20 entlang der Fahrbahn-Richtung 3 nicht durchgehend vorzusehen, sondern lediglich entsprechende Abschnitte in der Umgebung der Stützen 23 vorzusehen. Es ist auch möglich, Stützen zu verwenden, die sich nach oben hin nicht dreieck-förmig verjüngen, sondern in der Seitenansicht einen rechteckigen Querschnitt besitzen. Ferner ist es möglich, fertige T-Träger oder Doppel-T-Träger als Stützen zu verwenden. In der Boden-Platte 20 sind Bohrungen 24 vorgesehen, durch die die Boden-Platte 20 über Befestigungs-Anker 21 mit dem Boden 8 verschraubt ist. Die Boden-Platte 20 sowie die Stützen 23 sind dem Hinter-Abschnitt 7 zugeordnet. Die Deck-Platte 17 sowie die Hinter-Platte 19 und der Block 14 sind dem Mittel-Abschnitt 6 zugeordnet. Das Vorderteil 13 und das Hinterteil 16 sind durch Bohrungen 25, die vertikal mittig durch die Deck-Platte 12, die Deck-Platte 17 sowie den Block 14 verlaufen, über entsprechende Befestigungs-Anker 21 miteinander verbunden.The block 14 is fastened to the rear part 16 with mounting anchors 21 described in more detail below. These grip by mounted in the rear plate 19 horizontal holes 22. For stabilization are as part of the rear part 16 in the in Fig. 2 illustrated view as rectangular triangles formed supports 23 welded, which are welded with their longer leg to the rear plate 19 and are welded with their shorter leg to the bottom plate 20. These are arranged at regular intervals along the lane direction 3, for example, every meter. It is also possible not to provide the rear floor panel 20 continuously along the lane direction 3, but to provide only corresponding portions in the vicinity of the pillars 23. It is also possible to use supports that do not taper in a triangular shape towards the top, but have a rectangular cross-section in the side view. Furthermore, it is possible to use finished T-beams or double-T beams as supports. In the bottom plate 20 holes 24 are provided, through which the bottom plate 20 is bolted via fastening anchor 21 to the bottom 8. The bottom plate 20 and the supports 23 are associated with the rear portion 7. The deck plate 17 and the rear plate 19 and the block 14 are associated with the central portion 6. The front part 13 and the rear part 16 are connected to each other through holes 25 which run vertically through the top plate 12, the cover plate 17 and the block 14, via corresponding fastening anchor 21.

Die Vorder-Platte 10, die Schräg-Platte 11, die Vorderseite 26 des Blocks 14 sowie der Boden 8 umschließen einen Deformations-Raum 27, der beim vorliegenden Ausführungsbeispiel leer ist, jedoch auch mit entsprechenden kompressiblen Materialien wie Kunststoffschaum, Glaswolle, etc. gefüllt sein kann. In der vorderen Boden-Platte 9 sind nebeneinander zahlreiche schlüssellochförmige Ausnehmungen 28 angeordnet, die aus einem kreisförmigen Abschnitt 29 mit Durchmesser DK und einem sich unmittelbar daran anschließenden länglichen Abschnitt 30 der Breite BL bestehen. BL ist kleiner als DK, wobei DK im Wesentlichen dem Außendurchmesser des Befestigungs-Ankers 21 in diesem Bereich entspricht. Es handelt sich bei der Ausnehmung 28 also um ein sich verjüngendes Langloch, wobei der schmalere Abschnitt in Richtung des Fahrbahn-Randes 2 weist. Es ist möglich, dass die Ausnehmung 28 andere Formen besitzt. Es ist grundsätzlich auch möglich, ein Langloch gleichbleibender Dicke zu verwenden. Es ist ferner möglich, eine Langlochform zu wählen, bei der die Breite stetig abnimmt. Die Boden-Platte 9 ist durch die Ausnehmungen 28 hindurch mit Befestigungs-Ankern 21 auf dem Boden 8 befestigt.The front plate 10, the oblique plate 11, the front 26 of the block 14 and the bottom 8 enclose a deformation space 27, which is empty in the present embodiment, but also with corresponding compressible materials such as plastic foam, glass wool, etc. filled can be. In the front bottom plate 9 numerous keyhole-shaped recesses 28 are arranged side by side, which consist of a circular portion 29 with a diameter D K and an immediately adjoining elongated portion 30 of the width B L. B L is smaller than D K , where D K is substantially equal to the outside diameter of the mounting anchor 21 in this area. The recess 28 is thus a tapered oblong hole, the narrower section pointing in the direction of the roadway edge 2. It is possible that the recess 28 has other shapes. It is also possible in principle to use a slot of constant thickness. It is also possible to choose a slot shape in which the width decreases steadily. The bottom plate 9 is fastened through the recesses 28 with fastening anchors 21 on the floor 8.

In Fig. 3 ist der Aufbau eines Befestigungs-Ankers 21 genauer dargestellt. Dieser ist aus der DE 10 2005 007 721.8 vom 18.02.2005 bekannt. Hinsichtlich des genaueren Aufbaus wird auf diese Anmeldung verwiesen. Der Inhalt dieser Anmeldung wird hiermit in die vorliegende Anmeldung einbezogen. Der Anker 21 weist einen zylindrischen Kern 31 mit einem sich vom Einführende entgegen der Einschraub-Richtung erstreckenden Gewinde 32 auf, das im vorderen Abschnitt Schneid-Elemente 33 aufweist. Im hinteren Bereich weist der Anker ein nach außen offenes Innengewinde 34 und an dessen Boden zum Einschrauben des Ankers 21 einen Innenmehrkant 35 auf. An seinem äußeren Ende weist der Kern 31 einen sich nach außen erweiternden Kragen 36 auf. Zur Befestigung des Ankers 21 wird zunächst ein Bohrloch 37 gebohrt, dieses zum Teil mit einer aushärtenden Verbundmasse 38 gefüllt und anschließend der Kern 31 mit einem Schlagschrauber in das Bohrloch 37 eingeschraubt, bis der Kragen 36 mit der Oberseite des Bodens 8 fluchtet. Im Anschluss daran wird der zu befestigende Gegenstand, beispielsweise die Boden-Platte 9, mit der Ausnehmung 28 über dem Innengewinde 34 platziert. Anschließend wird eine Schraube mit einem Metall-Außengewinde 39 mit einer Beilagscheibe 40 und einem abgerundeten Mehrkantkopf 41 durch die Ausnehmung 28 in das Innengewinde 34 geschraubt und der Gegenstand, beispielsweise die Boden-Platte 9, an dem Boden 8 befestigt. Vorteilhaft an dem Anker 21 ist, dass der Kern 31 mit dem Gewinde 32 im Boden 8 nicht dauerhaft - anders als bei einer Schraube - unter Zugspannung steht, da sich der Kopf 41 letztendlich auf dem Kragen 36 abstützt. Durch die Verbundmasse 38 entsteht eine besonders gute Verankerung im Untergrund, die besonders bei porösen Materialien wie Asphalt oder Beton von Vorteil ist. Grundsätzlich können anstelle der Befestigungs-Anker 21 auch normale Schrauben, z. B. Betonschrauben, verwendet werden.In Fig. 3 the structure of a mounting anchor 21 is shown in more detail. This is from the DE 10 2005 007 721.8 dated 18.02.2005 known. With regard to the detailed construction, reference is made to this application. The content of this application is hereby incorporated into the present application. The armature 21 has a cylindrical core 31 with a thread 32 extending from the insertion end opposite to the screwing-in direction, which has cutting elements 33 in the front section. In the rear region of the anchor has an outwardly open internal thread 34 and at the bottom for screwing the armature 21 on a polygonal socket 35. At its outer end, the core 31 has an outwardly widening collar 36. For attachment of the armature 21, a borehole 37 is first drilled, this partially filled with a thermosetting compound 38 and then the core 31 is screwed with an impact wrench in the borehole 37 until the collar 36 is aligned with the top of the bottom 8. Subsequently, the to be fastened Object, for example, the bottom plate 9, with the recess 28 placed over the internal thread 34. Subsequently, a screw with a metal external thread 39 is screwed with a washer 40 and a rounded polygonal head 41 through the recess 28 in the internal thread 34 and the object, for example, the bottom plate 9, attached to the bottom 8. An advantage of the armature 21 is that the core 31 with the thread 32 in the bottom 8 is not permanently - unlike a screw - under tension, since the head 41 is ultimately supported on the collar 36. The compound compound 38 results in a particularly good anchorage in the ground, which is particularly advantageous for porous materials such as asphalt or concrete. In principle, instead of the mounting anchor 21 and normal screws, z. As concrete screws used.

Im Folgenden wird zunächst die Montage der Verkehrs-Leit-Einrichtung 1 und dann deren Verhalten bei einem Aufprall beschrieben. Auf die jeweilige Baustelle werden nur zwei verschiedene Teile, nämlich die Vorderteile 13 und die Hinterteile 16 getrennt voneinander geliefert. Die Vorderteile 13 lassen sich platzsparend aufeinander stapeln. Dasselbe gilt im Prinzip für die Hinterteile 16. Bei diesen ist der Block 14 bereits mit der Hinter-Platte 19 verschraubt, also vormontiert. An den entsprechenden Positionen werden Bohrlöcher 37 in den Boden 8, d. h. in Beton oder Asphalt gebohrt. Im Anschluss daran werden die Boden-Platten 9 und 20 über Befestigungs-Anker 21 mit dem Boden 8 verbunden.The assembly of the traffic guidance device 1 and then its behavior in the event of an impact will first be described below. Only two different parts, namely the front parts 13 and the rear parts 16 are supplied separately from each other on the respective construction site. The front parts 13 can be stacked on each other to save space. The same applies in principle to the rear parts 16. In these, the block 14 is already bolted to the rear plate 19, so pre-assembled. At the appropriate positions, holes 37 are made in the ground 8, d. H. drilled in concrete or asphalt. Subsequently, the bottom plates 9 and 20 are connected via fastening anchor 21 to the bottom 8.

Die Vorderteile 13 weisen an ihren längsseitigen Enden längsseitig vorstehende Verbindungs-Abschnitte 42 auf, die in Längsrichtung über die längsseitigen Enden der Hinterteile 16 hervorstehen. Diese weisen zahlreiche Bohrungen 43 auf. Die Verbindungs-Abschnitte 42 zweier benachbarter Vorderteile 13 werden bei der Montage zur Deckung gebracht und durch zahlreiche Schrauben-Mutter-Verbindungen miteinander verschraubt. Hierdurch entsteht eine entlang der Fahrbahn-Richtung 3 endlose Verkehrs-Leit-Einrichtung 1. Auch werden von oben Befestigungs-Anker 21 durch die Deck-Platten 12 und 17 in den Block 14 geschraubt und alle drei Teile so miteinander verbunden.The front parts 13 have at their longitudinal ends longitudinally projecting connecting portions 42 which project longitudinally beyond the longitudinal ends of the rear parts 16. These have numerous holes 43. The connection sections 42 of two adjacent Front parts 13 are brought to coincidence during assembly and bolted together by numerous screw-nut connections. This creates an along the roadway direction 3 endless traffic-guiding device 1. Also, from above fastening anchor 21 are screwed through the deck plates 12 and 17 in the block 14 and all three parts connected to each other.

Bei einem Aufprall trifft ein von der Fahrbahn 49 abkommendes Fahrzeug zunächst auf den Vorder-Abschnitt 5, der hierdurch deformiert wird. Hierbei nähert sich die Vorder-Platte 10 dem Block 14 an, wobei der Deformations-Raum 27 verkleinert wird. Durch die Deformation des Vorder-Abschnitts 5 wird kontinuierlich Stoßenergie absorbiert. Die Kante zwischen der Vorder-Platte 10 und der Schräg-Platte 11 führt zu einer Stabilisierung des Vorderteils 13, wodurch bei einem Aufprall mehr Stoßenergie in Wärme umgewandelt werden kann. Darüber hinaus wird bei einem Aufprall die Boden-Platte 9 entlang der Seiten-Richtung 4 verschoben. Hierbei weitet der Befestigungs-Anker 21 die Ausnehmung 28 auf, wodurch ebenfalls in kontrollierter Weise Energie absorbiert wird. Die Ausgestaltung des abgerundeten Schraubenkopfes 41 hat den Vorteil, dass darüber fahrende Reifen nicht aufgerissen werden. Bei einem schwächeren Aufprall wird lediglich der Vorder-Abschnitt 5 deformiert.In a collision, a vehicle coming off the roadway 49 first encounters the front section 5, which is thereby deformed. Here, the front plate 10 approaches the block 14, whereby the deformation space 27 is reduced. The deformation of the front section 5 continuously absorbs impact energy. The edge between the front plate 10 and the slant plate 11 stabilizes the front part 13, whereby more impact energy can be converted to heat in an impact. In addition, in a crash, the bottom plate 9 is displaced along the side direction 4. In this case, the attachment armature 21 expands the recess 28, whereby energy is also absorbed in a controlled manner. The design of the rounded screw head 41 has the advantage that overlying tires are not torn open. In a weaker impact, only the front portion 5 is deformed.

Ist der Aufprall energiereicher, so kommt die Vorder-Platte 10 an dem Block 14 zu liegen, welcher aus Porenbeton besteht. Durch den Aufprall wird dieser zusammengedrückt, wodurch weitere Energie absorbiert wird. Der Hinter-Abschnitt 7 ist im Wesentlichen starr ausgebildet, um zu verhindern, dass bei einem energiereichen Aufprall die Verkehrs-Leit-Einrichtung 1 durchbrochen wird. Die Verkehrs-Leit-Einrichtung 1 weist somit bei einer vorgegebenen Gesamttiefe TG entlang der Seiten-Richtung 4 ein großes Energieabsorptionsvermögen auf. Bei einem kleineren Aufprall braucht lediglich das Vorderteil 13 ausgewechselt zu werden. Die Aufprallwirkung auf das auftreffende Fahrzeug ist wesentlich geringer, als bei einer Betonbarriere, da bei einem Aufprall auf die gezeigte Verkehrs-Leit-Einrichtung 1 ein sehr viel höherer Anteil der Aufprallenergie durch Deformation der Verkehrs-Leit-Einrichtung 1 in Wärme umgewandelt wird.If the impact is higher in energy, the front plate 10 comes to rest on the block 14, which consists of cellular concrete. The impact collapses it, which absorbs more energy. The rear portion 7 is formed substantially rigid, in order to prevent that in a high-energy impact, the traffic-guiding device 1 is broken. The traffic guidance device 1 thus has a predetermined total depth T G along the lateral direction 4 has a high energy absorption capacity. In a smaller impact, only the front part 13 needs to be replaced. The impact on the impacting vehicle is much lower than with a concrete barrier, since in a collision with the traffic control device 1 shown a much higher proportion of the impact energy is converted by deformation of the traffic control device 1 into heat.

Im Folgenden wird unter Bezugnahme auf Fig. 5 ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie bei dem ersten Beispiel, auf dessen Beschreibung hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten a. Das zweite Beispiel gemäß Fig. 5 betrifft den Fall, dass die Verkehrs-Leit-Einrichtung 1a nicht auf Beton oder Asphalt, sondern auf Erdreich angebracht werden muss. In diesem Fall ist eine Befestigung über Befestigungs-Anker 21 nicht möglich. Hierfür sind alternativ in dem Block 14 hintereinander angeordnete, vertikale Bohrungen 45 angeordnet, durch die stabförmige Anker 46 mit radial vorstehenden Köpfen 47 in den Boden 8a gerammt werden. Der Vorteil der Deformierbarkeit des Vorder-Abschnitts 5 bleibt auch bei diesem Beispiel erhalten. Dasselbe gilt für die einfache Montage am Bau. Lediglich die Energieabsorption in den Ausnehmungen 28 entfällt.The following is with reference to Fig. 5 another example of a traffic guidance device described. Identical parts are given the same reference numbers as in the first example, to the description of which reference is hereby made. Structurally different but functionally similar parts receive the same reference numerals with a following a. The second example according to Fig. 5 concerns the case where traffic control equipment 1a does not have to be installed on concrete or asphalt but on earth. In this case, attachment via attachment anchor 21 is not possible. For this purpose, alternatively arranged in the block 14, one behind the other, vertical holes 45 are rammed by the rod-shaped armature 46 with radially projecting heads 47 in the bottom 8a. The advantage of the deformability of the front section 5 is also retained in this example. The same applies to the simple installation on the building. Only the energy absorption in the recesses 28 is eliminated.

Im Folgenden wird unter Bezugnahme auf Fig. 6 ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie bei dem ersten Beispiel, auf das hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten b. Das Beispiel gemäß Fig. 6 betrifft den Fall, dass die Verkehrs-Leit-Einrichtung Beispiel gemäß Fig. 6 betrifft den Fall, dass die Verkehrs-Leit-Einrichtung 1b nicht am Außenrand einer Fahrbahn 49, sondern zwischen zwei Fahrbahnen angeordnet ist, so dass es von beiden Seiten der Verkehrs-Leit-Einrichtung 1b zu Aufprallen kommen kann. Der Aufbau lässt sich am einfachsten so beschreiben, dass die rechts von der Mittel-Längs-Ebene 48 in Fig. 2 liegende Hälfte des Beispiels gemäß Fig. 2 genommen wird und an der Ebene 48 gespiegelt wird, so dass ein im Wesentlichen spiegelsymmetrischer Aufbau entsteht. Dies bedeutet, dass mittig ein Block 14 angeordnet ist und an den Seiten des Blocks 14 ein Vorderteil 13 sowie ein an der Ebene 48 gespiegeltes zweites Vorderteil 13b angeordnet sind. Die Teile 13 und 13b sind über Befestigungs-Anker 21 mit dem Boden 8, d. h. Asphalt oder Beton, verbunden. Die Verbindung der Teile 13 und 13b miteinander erfolgt durch Befestigungs-Anker 21, die durch die Deck-Platte 12, die unmittelbar darunterliegende Deckplatte 12b und den Block 14 geschraubt sind. Durch den symmetrischen Aufbau befindet sich auf beiden Seiten des Blocks 14 ein Deformations-Raum 27 bzw. 27b. Die beim Beispiel gemäß Fig. 1 und 2 beschriebenen positiven Deformationseigenschaften liegen beim Beispiel gemäß Fig. 6 sowohl bei einem Aufprall von der in Fig. 6 linken als auch von der in Fig. 6 rechten Seite vor. Zunächst würde der Vorder-Abschnitt 5 deformiert und im Anschluss daran der Block 14. Beispielsweise bei einem Aufprall von der in Fig. 6 rechten Seite würde der Teil 13b die Stützfunktion des Hinterteils übernehmen und umgekehrt.The following is with reference to Fig. 6 another example of a traffic guidance device described. Identical parts are given the same reference numerals as in the first example, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b. The example according to Fig. 6 concerns the case that the traffic guidance facility Example according to Fig. 6 relates to the case that the traffic guidance device 1b is arranged not on the outer edge of a road 49, but between two lanes, so that it can come from both sides of the traffic-guiding device 1b to bounce. The structure is most easily described as being that to the right of the central longitudinal plane 48 in FIG Fig. 2 lying half of the example according to Fig. 2 is taken and mirrored at the level 48, so that a substantially mirror-symmetrical structure is formed. This means that a block 14 is arranged centrally and on the sides of the block 14, a front part 13 and a second front part 13b mirrored on the plane 48 are arranged. The parts 13 and 13b are connected via attachment anchors 21 to the floor 8, ie asphalt or concrete. The connection of the parts 13 and 13 b to each other by fastening anchor 21, which are screwed through the cover plate 12, the immediately underlying cover plate 12 b and the block 14. Due to the symmetrical structure is located on both sides of the block 14, a deformation space 27 and 27b. The example according to Fig. 1 and 2 described positive deformation properties are in the example according to Fig. 6 both at an impact from the in Fig. 6 left as well as from in Fig. 6 right side in front. First, the front portion 5 would be deformed and subsequently the block 14. For example, in an impact from the in Fig. 6 on the right side, the part 13b would take over the support function of the rear part and vice versa.

Im Folgenden wird unter Bezugnahme auf Fig. 7 ein weiteres Beispiel einer Verkehrs-Leit-Einrichtung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie beim Beispiel gemäß Fig. 1. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten c. Das Beispiel gemäß Fig. 7 besitzt im Wesentlichen denselben Aufbau wie das Beispiel gemäß Fig. 6. Es ist also für die Anordnung zwischen zwei Fahrbahnen bestimmt. Wie beim Beispiel gemäß Fig. 5 erfolgt die Befestigung am Boden 18 jedoch nicht über Befestigungs-Anker 21, sondern über Anker 46 mit Köpfen 47, die durch den Block 14 in das Erdreich gerammt werden. Bei dem Boden 8c handelt es sich somit nicht um Beton oder Asphalt, sondern um Erdreich. Ansonsten gilt das zu den Beispielen gemäß Fig. 5 und 6 Gesagte.The following is with reference to Fig. 7 another example of a traffic guidance device described. Identical parts are given the same reference numerals as in the example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a c. The example according to Fig. 7 has substantially the same structure as the example according to Fig. 6 , It is So determined for the arrangement between two lanes. As in the example according to Fig. 5 However, the attachment to the bottom 18 is not via attachment anchor 21, but via anchor 46 with heads 47, which are rammed by the block 14 into the ground. The floor 8c is thus not concrete or asphalt, but soil. Otherwise this applies to the examples according to Fig. 5 and 6 Said.

Im Folgenden wird unter Bezugnahme auf Fig. 8 ein Ausführungsbeispiel der Erfindung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie beim Beispiel gemäß Fig. 1. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten d. Der Vorder-Abschnitt 5 ist genauso aufgebaut, wie bei dem Beispiel gemäß Fig. 1, d. h. es ist eine Boden-Platte 9, eine Vorder-Platte 10, eine Schräg-Platte 11 und eine Deck-Platte 12 als einteiliges Bauteil vorgesehen. Auf der Deck-Platte 12 ist ein im Querschnitt L-förmiges Profil befestigt. Dieses weist eine mit der Deck-Platte 12 verschraubte Deck-Platte 17d auf, von der aus sich ein Hinterteil 16d vertikal nach unten erstreckt. Anders als beim Beispiel gemäß Fig. 1 erstreckt sich das Hinterteil 16d nicht bis zum Boden, sondern nur über den Bruchteil der Gesamthöhe, der erforderlich ist, um Vertikal-Stützen 23d daran mit Schrauben 21d zu befestigen. Die Stützen 23d sind als T-Träger ausgebildet. Es ist auch möglich, Doppel-T-Träger oder Stützen gemäß dem ersten Ausführungsbeispiel zu verwenden. Die Stützen 23d sind auf jeweiligen Boden-Platten 20d befestigt, insbesondere festgeschweißt. Diese Boden-Platten 20d sind über Befestigungs-Anker 21d am Boden 8 angeschraubt. Die Stützen 23d sind derart angeordnet, dass deren Quer-Abschnitt 50 über Schrauben 21d flächig mit dem Hinterteil 16d verschraubt ist. Der Fuß-Abschnitt 51 steht senkrecht von dem Quer-Abschnitt 50 entlang der Richtung 4 vor.The following is with reference to Fig. 8 an embodiment of the invention described. Identical parts are given the same reference numerals as in the example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a d followed. The front section 5 is constructed in the same way as in the example according to FIG Fig. 1 That is, it is a bottom plate 9, a front plate 10, a slant plate 11 and a cover plate 12 is provided as a one-piece component. On the deck plate 12 a cross-sectionally L-shaped profile is attached. This has a screwed to the top plate 12 deck plate 17d, from which a rear portion 16d extends vertically downwards. Unlike the example according to Fig. 1 The rear part 16d does not extend to the bottom, but only over the fraction of the total height required to fasten vertical supports 23d thereto with screws 21d. The supports 23d are designed as T-beams. It is also possible to use double-T beams or supports according to the first embodiment. The supports 23d are fixed to respective bottom plates 20d, in particular welded. These floor panels 20d are bolted to the floor 8 via attachment anchors 21d. The supports 23d are arranged such that their transverse section 50 is screwed flat with the rear part 16d via screws 21d. The foot portion 51 protrudes perpendicularly from the transverse portion 50 along the direction 4.

Zur Stabilisierung der Stützen 23d relativ zueinander und insgesamt sind in allen Fuß-Abschnitten 51 Bohrungen 52 auf gleicher Höhe angeordnet, durch die ein Zug-Anker 53, der auch als Zugstab bezeichnet wird, geführt ist. Besonders geeignet sind in der Fachsprache als Dywidag-Zugstäbe bekannte Anker. Diese weisen auf der Oberfläche ein durchlaufendes grobes Gewinde 54 auf, auf das Muttern 55 aufgedreht werden können. Zur Stabilisierung einer Stütze 23d auf dem Zug-Anker 53 werden zwei Muttern 55 links und rechts einer Bohrung 52 angeordnet und gegenüber dem Fuß-Abschnitt 51 festgezogen. Auf diese Weise kann die Stütze 23d bei einem Aufprall auf dem Zug-Anker 53 nicht verschoben werden. Benachbarte Zug-Anker 53 werden über hülsenartige mit dem Gewinde 54 zusammenwirkende Verbindungs-Muttern 56 oder Gewindemuffen miteinander verbunden werden, so dass über lange Abstände miteinander verbundene Quer-Armierungen in der Verkehrs-Leit-Einrichtung 1d entstehen. Es können auch mehrere Zug-Anker 53 übereinander angeordnet sein. In diesem Fall sind in jedem Fuß-Abschnitt 51 entsprechend mehrere Bohrungen 52 angeordnet. Die Zug-Anker 53 verlaufen dann sinnvollerweise parallel zueinander. Durch einen Schrägverlauf, d. h. nicht horizontalen Verlauf, der Zug-Anker 53 kann eine zusätzliche Verspannung erzeugt werden.To stabilize the supports 23d relative to each other and in total 51 holes 52 are arranged at the same height in all foot sections, through which a pull-anchor 53, which is also referred to as a tie rod, is guided. Particularly suitable are known in the trade as Dywidag tension rods known anchors. These have on the surface on a continuous coarse thread 54 on which nuts 55 can be turned on. To stabilize a support 23d on the tension anchor 53, two nuts 55 are arranged on the left and right of a bore 52 and tightened relative to the foot portion 51. In this way, the support 23 d can not be displaced in the event of an impact on the pull anchor 53. Adjacent pull anchors 53 are connected to one another via sleeve-like connecting nuts 56 or threaded sleeves cooperating with the thread 54, so that cross-armatures which are connected to one another for a long distance are formed in the traffic guiding device 1d. It can also be several train anchor 53 are arranged one above the other. In this case, a plurality of bores 52 are respectively arranged in each foot section 51. The tension anchor 53 then expediently parallel to each other. By a skew, d. H. not horizontal course, the tension anchor 53, an additional strain can be generated.

Kommt es zu einem Aufprall durch ein Fahrzeug auf die Verkehrs-Leit-Einrichtung 1d, so werden die entlang der Fahrbahn-Richtung 3 wirkenden Kräfte nicht nur von den Stützen 23d aufgenommen, die unmittelbar von dem Aufprall betroffen sind, sondern die auftretenden Kräfte über die Zug-Anker 53 auf eine große Zahl von Stützen 23d verteilt. Vor allem die Stabilität der Verkehrs-Leit-Einrichtung 1d entlang der Fahrbahn-Richtung 3 wird durch die Zug-Anker 53 wesentlich erhöht. Bei den Zug-Ankern 53 handelt es sich um preiswerte, auf dem Markt allgemein verfügbare Armierungsstäbe. Zur Vermeidung von Korrosionen können die Zug-Anker 53 zumindest feuerverzinkt sein. Vorteilhaft an der Verwendung der Zug-Anker 53 ist, dass eine Stabilisierung der Stützen 23d gegeneinander möglich ist, ohne die Stützen beispielsweise durch Seile gegeneinander zu verspannen. Das System ist somit im Normalzustand spannungsfrei.If there is an impact by a vehicle on the traffic guidance device 1d, then the forces acting along the roadway direction 3 forces are taken not only by the supports 23d, which are directly affected by the impact, but the forces occurring over the Pull anchor 53 distributed on a large number of supports 23d. Above all, the stability of the traffic guidance device 1d along the roadway direction 3 is substantially increased by the train anchor 53. The pull anchors 53 are inexpensive, generally available on the market reinforcing bars. To avoid corrosion, the train anchor 53 may be at least hot-dip galvanized. An advantage of the use of the train anchor 53 is that a stabilization of the supports 23d against each other is possible without bracing the supports, for example by ropes against each other. The system is thus voltage-free in the normal state.

Im Folgenden wird unter Bezugnahme auf die Fig. 9 und 10 ein weiteres Ausführungsbeispiel der Erfindung beschrieben. Der wesentliche Unterschied gegenüber dem Ausführungsbeispiel gemäß Fig. 8 besteht darin, dass die eigentlichen Leitplanken 57, die das Vorderteil 13e bilden, Standard-Leitplanken sind. Es sind zwei übereinander angeordnete Leitplanken 57 vorgesehen. Die obere Leitplanke 57 ist über eine Schraube 58 unter Zwischenschaltung eines L-förmigen Stützelements 59 mit der im Querschnitt U-förmigen Stütze 23e verschraubt. Die untere Leitplanke 57 ist ebenfalls mit einer Schraube 58 an einem im Wesentlichen zylindrischen, hohlen Dämpfungselement 60 befestigt. An der gegenüberliegenden Seite ist dieses über zwei Schrauben 58 mit der Stütze 23e verschraubt.The following is with reference to the Fig. 9 and 10 a further embodiment of the invention described. The main difference compared to the embodiment according to Fig. 8 is that the actual crash barriers 57, which form the front part 13e, are standard crash barriers. There are two superposed crash barriers 57 are provided. The upper guardrail 57 is screwed by a screw 58 with the interposition of an L-shaped support member 59 with the cross-sectionally U-shaped support 23e. The lower guardrail 57 is also secured by a screw 58 to a substantially cylindrical, hollow damping element 60. On the opposite side this is screwed by two screws 58 to the support 23e.

Die Stützen 23e werden von zwei übereinander angeordneten Zug-Ankern 53 durchzogen. Hierzu weisen die Schenkel 61 der im Querschnitt U-förmigen Stützen 23e jeweils hintereinander zwei Bohrungen 52 auf, durch die jeweils ein Zug-Anker 53 geführt ist. Bei den Zug-Ankern 53 handelt es sich um Standard-Zug-Anker, wie sie unter anderem unter der Marke DYWIDAG auf dem Markt sind. Die Zug-Anker 53 weisen ein grobes Außen-Gewinde 54 und auf gegenüberliegenden Seiten Abflachungen 62 auf, damit der Zug-Anker 53 mit Werkzeugen ergriffen und vor allem gedreht werden kann. Der Zug-Anker 53 ist im Bereich der Stützen 23e durch auf diesen aufgeschraubte Muttern 55 mit den Stützen 23e fest verbunden. Jeweils hintereinander angeordnete Zug-Anker 53 werden durch eine auch als Muffe bezeichnete Verbindungs-Mutter 56 miteinander verbunden, die die Enden zweier benachbarter Zug-Anker 53 umgreift.The supports 23e are traversed by two superimposed train anchors 53. For this purpose, the legs 61 of the cross-sectionally U-shaped supports 23e in each case two holes 52, through which a train anchor 53 is guided in each case. The Zug-Ankern 53 are standard train anchor, as they are, inter alia, under the brand DYWIDAG on the market. The pull anchors 53 have a coarse external thread 54 and on opposite sides flats 62, so that the train anchor 53 can be grasped with tools and above all rotated. The tension anchor 53 is fixedly connected to the supports 23e in the area of the supports 23e by nuts 55 screwed onto them. Each successively arranged train anchor 53 are by a connecting nut 56, also referred to as a sleeve, which surrounds the ends of two adjacent pull anchors 53.

Zur Reduktion des Spiels zwischen der Verbindungs-Mutter 56 und den Zug-Ankern 53 weist die Mutter 56 mittig eine radial nach außen verlaufende Bohrung 63 auf. Nachdem die Mutter 56 auf die beiden Zug-Anker 53 aufgeschraubt worden ist, wird durch die Bohrung 63 eine selbstaushärtende Klebemasse 67 eingespritzt, die den verbleibenden Innenraum 64, insbesondere den Bereich zwischen dem Außen-Gewinde 54 der Zug-Anker 53 und dem Innen-Gewinde der Mutter 56, ausfüllt, wie dies in Fig. 10 dargestellt ist. Als aushärtbare Klebemassen 67 kommen beispielsweise Epoxydharze in Frage. Nach dem Aushärten der Klebemasse 67 sitzt die Mutter 56 fest auf den Zug-Ankern 53 und es besteht kein Spiel mehr zwischen beiden. Dies ist für die Stabilität der Verkehrs-Leit-Einrichtung 1e von großer Bedeutung. Auch ein geringes Spiel zwischen den Zug-Ankern entlang der Richtung 3 führt zu einer vergleichsweise großen Instabilität entlang der Seiten-Richtung 4. Durch die Anbringung der Zug-Anker 53 in der Verkehrs-Leit-Einrichtung 1e wird deren Stabilität stark erhöht, wobei nur geringe zusätzliche Kosten erforderlich sind. Abgesehen von den Zug-Ankern 53 handelt es sich bei der Verkehrs-Leit-Einrichtung 1e um eine Standard-Verkehrs-Leit-Einrichtung.To reduce the clearance between the connecting nut 56 and the train anchors 53, the nut 56 has centrally a radially outwardly extending bore 63. After the nut 56 has been screwed onto the two pull anchors 53, a self-hardening adhesive 67 is injected through the bore 63, which seals the remaining interior 64, in particular the area between the external thread 54 of the pull anchor 53 and the inner Thread of the nut 56, fills as in Fig. 10 is shown. As curable adhesives 67, for example, epoxy resins in question. After curing of the adhesive 67, the nut 56 sits firmly on the train anchors 53 and there is no game between them. This is of great importance for the stability of the traffic guidance device 1e. Even a slight clearance between the train anchors along the direction 3 leads to a comparatively large instability along the lateral direction 4. By attaching the train anchor 53 in the traffic-guiding device 1e whose stability is greatly increased, only low additional costs are required. Apart from the train anchors 53, the traffic guidance device 1e is a standard traffic guidance device.

Im Folgenden wird unter Bezugnahme auf Fig. 11 ein weiteres Ausführungsbeispiel der Erfindung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie beim ersten Beispiel gemäß Fig. 1. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten f. Der wesentliche Unterschied gegenüber dem Ausführungsbeispiel gemäß Fig. 9 und 10 besteht in der Befestigung der Zug-Anker 53 an den Stützen. Ansonsten ist vor allem die Anordnung der Leitplanken 57 identisch. Die Stützen 23f weisen mit dieser über Muttern 65 verschraubte, entgegen der Richtung 4 vorstehende, U-förmige Befestigungs-Bügel 66 auf. Durch diese sind die zwei übereinander angeordneten Zug-Anker 53 geführt. Mit Hilfe der Muttern 65 ist es möglich, die Befestigungs-Bügel 66 an die Zug-Anker 53 anzudrücken, sodass die Bügel 66 in das Gewinde 54 eingreifen und so auch eine Fixierung der Zug-Anker 53 entlang der Richtung 3 erfolgt. Die Verbindung zweier Zug-Anker 53 miteinander erfolgt wie in Fig. 10 dargestellt. Vorteilhaft an der Befestigung der Zug-Anker 53 gemäß Fig. 11 ist, dass diese nicht durch Bohrungen 52 geführt werden müssen, was bei einer bereits bestehenden und montierten Verkehrs-Leit-Einrichtung schwieriger sein kann. Darüber hinaus werden die Stützen 23f nicht durch die Bohrungen 52 geschwächt. Die Befestigung der Zug-Anker 53 gemäß Fig. 11 ermöglicht somit ein einfaches Nachrüsten und Stabilisieren einer bereits existierenden Verkehrs-Leit-Einrichtung.The following is with reference to Fig. 11 a further embodiment of the invention described. Identical parts are given the same reference numerals as in the first example according to FIG Fig. 1 , Structurally different, but functionally similar parts receive the same reference numerals with a following f. The main difference compared to the embodiment according to Fig. 9 and 10 consists in the attachment of the train anchor 53 to the supports. Otherwise, especially the Arrangement of crash barriers 57 identical. The supports 23f have with this screwed over nuts 65, opposite to the direction 4 projecting, U-shaped mounting bracket 66. Through this, the two superposed train anchor 53 are guided. With the help of the nuts 65, it is possible to press the mounting bracket 66 to the pull-anchor 53, so that the bracket 66 engage in the thread 54 and so also takes place a fixation of the train anchor 53 along the direction 3. The connection of two train anchors 53 with each other is as in Fig. 10 shown. Advantageous to the attachment of the train anchor 53 according to Fig. 11 is that they do not have to be routed through holes 52, which may be more difficult with an existing and assembled traffic guidance equipment. In addition, the supports 23f are not weakened by the bores 52. The attachment of the train anchor 53 according to Fig. 11 thus allows easy retrofitting and stabilization of an existing traffic guidance device.

Allgemein wird darauf hingewiesen, dass die besonderen Merkmale der einzelnen Beispiele und Ausführungsbeispiele auch ohne weiteres miteinander kombiniert werden können. So können beispielsweise die Ausnehmungen 28 des Beispiels gemäß Fig. 1 bei allen Ausführungsbeispielen vorgesehen sein. Die Befestigungs-Anker 21 des Beispiels gemäß Fig. 1 können, wenn erforderlich, verwendet werden. Bei allen Ausführungsformen kann, wenn gewünscht, ein Block 14 aus porösem, komprimierbarem Material verwendet werden. Sollte der Untergrund aus Erde bestehen, so kann in allen Fällen die Befestigung der jeweiligen Verkehrs-Leit-Einrichtung durch entsprechende Ramm-Anker erfolgen. Alle Ausführungsformen können auch bei entsprechender Anpassung als Mittelleitplanken ausgestaltet sein, wie dies in Fig, 6 dargestellt ist. Die Zug-Anker 53 können ebenfalls bei allen Ausführungsbeispielen und vor allem auch bei herkömmlichen Leitplanken-Systemen verwendet werden.It is generally pointed out that the special features of the individual examples and exemplary embodiments can also be readily combined with one another. For example, the recesses 28 of the example according to Fig. 1 be provided in all embodiments. The attachment anchors 21 of the example according to Fig. 1 can be used if required. In all embodiments, if desired, a block 14 of porous, compressible material may be used. If the ground is made of earth, so in all cases, the attachment of the respective traffic-guiding device by appropriate Ramm-anchor done. All embodiments can be configured as Mittelleitplanken with appropriate adaptation, as in Fig. 6 is shown. The train anchor 53 can also be used in all embodiments and especially in conventional guard rail systems.

Bei dem auch als Gewindestab bezeichneten Zug-Anker handelt es sich allgemein um einen Standard-Zug-Anker, wie er unter anderem unter der Marke "Dywidag" auf dem Markt ist. Der Zug-Anker weist im Wesentlichen einen kreisförmigen Querschnitt auf. Der Zug-Anker ist massiv aus vollem Material, insbesondere Stahl ausgebildet. Insbesondere ist der Zug-Anker nicht nur ein Stahlblech oder Stahlrohr. Der Zug-Anker weist einen Durchmesser von 10 bis 60 mm, insbesondere 20 bis 40 mm, insbesondere 25 bis 32 mm auf. Auf der Außenseite ist ein grobes Außen-Gewinde vorgesehen, insbesondere aufgewalzt. Vorzugsweise erstreckt sich das Außen-Gewinde über die gesamte Länge des Zug-Ankers. Auf gegenüberliegenden Seiten des Zug-Ankers sind Abflachungen vorgesehen, damit der Zug-Anker mit Werkzeugen ergriffen und gedreht werden kann. Der Zug-Anker weist eine große Eigensteifigkeit auf, so dass auch Schubkräfte und nicht nur Zugkräfte entlang der Längsrichtung des Zug-Ankers übertragbar sind. Insofern unterscheidet sich der Zug-Anker wesentlich von einem Stahlseil. Darüber hinaus besteht beim Zug-Anker anders als bei einem Stahlseil nicht das Problem des Durchhängens und dass das Seil vorgespannt werden muss. Der Zug-Anker weist eine typische Zugfestigkeit von ca. 500 - 600 N/mm2 auf. Vorzugsweise wird für den Zug-Anker eine derartige Festigkeit gewählt, um die beste Kombination aus Zug- und Druckbelastbarkeit und Flexibilität zu gewährleisten. Höhere Festigkeiten von mehr als 900 N/mm2 könnten bei plötzlicher Stoßbelastung zum Reißen des Zug-Ankers führen, ohne dass eine plastische Deformation durch Einschnüren stattfindet. Ein Einsatz höherer Festigkeiten ist jedoch in Einzelfällen denkbar. Der Bruchwert der Zug-Anker auf Zug liegt zwischen 100 kN und 1200 kN, insbesondere 150 kN bis 630 kN. Bezogen auf die einzelnen Durchmesser sind die Bruchlasten wie folgt: Bei 50 mm Durchmesser 1080 kN, bei 40 mm Durchmesser 631 kN, bei 32 mm Durchmesser 442 kN, bei 28 mm Durchmesser 336 kN und bei 16 mm Durchmesser 111 kN. Diese Zahlenangaben sind alle rein beispielhaft. Es ist grundsätzlich möglich, auch Zug-Anker mit einem anderen Querschnitt, insbesondere einem rechteckigen Querschnitt, zu verwenden. Besonders bevorzugt sind jedoch Zug-Anker mit einem im Wesentlichen runden oder ovalen Querschnitt. Benachbarte Zug-Anker sind durch nicht dargestellte Verbindungsmuttern bzw. -Muffen mit einem zu dem Außengewinde passenden Innengewinde zu einem endlosen Verbund verbunden. Bezüglich der Verbindung benachbarter Zug-Anker wird auf die DE 10 2006 001 980.6 vom 13.01.2006 , dort insbesondere die Fig. 2 und 3 mit der zugehörigen Beschreibung, verwiesen.The also referred to as a threaded rod train anchor is generally a standard train anchor, as it is under the brand "Dywidag" on the market. The train anchor has a substantially circular cross-section. The train anchor is solid made of solid material, especially steel. In particular, the pull anchor is not just a sheet steel or steel tube. The tension anchor has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm. On the outside of a coarse external thread is provided, in particular rolled. Preferably, the external thread extends over the entire length of the tension anchor. Flats are provided on opposite sides of the pull anchor to allow the pull anchor to be gripped and rotated with tools. The train anchor has a great inherent rigidity, so that shear forces and not only tensile forces along the longitudinal direction of the train anchor can be transferred. In this respect, the train anchor differs significantly from a steel cable. Moreover, unlike a steel cable, the draw anchor does not have the problem of sagging and the cable must be pretensioned. The tensile anchor has a typical tensile strength of about 500-600 N / mm 2 . Preferably, such strength is chosen for the pull anchor to ensure the best combination of tensile and compressive strength and flexibility. Higher strengths of more than 900 N / mm 2 could cause the tensile anchor to rupture in the event of sudden impact stress without plastic deformation due to constriction. However, the use of higher strengths is conceivable in individual cases. The breaking value of the tensile anchor to train is between 100 kN and 1200 kN, in particular 150 kN to 630 kN. Relative to the individual diameters the breaking loads are as follows: at 50 mm diameter 1080 kN, at 40 mm diameter 631 kN, at 32 mm diameter 442 kN, at 28 mm diameter 336 kN and at 16 mm diameter 111 kN. These figures are all purely exemplary. It is in principle possible to use also Zug anchor with a different cross section, in particular a rectangular cross section. However, train anchors with a substantially round or oval cross section are particularly preferred. Adjacent train anchors are connected by connecting nuts or sleeves, not shown, with a matching to the external thread internal thread to an endless composite. Regarding the connection of adjacent train anchors is on the DE 10 2006 001 980.6 dated 13.01.2006 , there in particular the Fig. 2 and 3 with the associated description.

Claims (8)

  1. Traffic guidance device for the installation at the edge (2) of roads (49) for vehicles, the traffic guidance device comprising:
    a) a front part (13e; 13f) which faces the road (49) and is fastened along the edge (2) of the road (49),
    i. with the front part (13e; 13f) being a guide barrier (57);
    b) several supports (23e; 23f) which are arranged on the side of the front part (13e; 13f) remote from the road (49), which are connected to the front part (13e; 13f), and which are supported on the ground (8), the supports (23e; 23f) being separated from each other; and
    c) at least one tension anchor (53) extending through the supports (23e; 23f) which are separated form each other, wherein
    d) con-rods are provided as tension anchors (53); and
    e) the system comprising the supports (23e; 23f) and the at least one tension anchor (53) is free of tension in a normal condition;
    characterised in that
    f) the con-rods comprise a continuous external thread (54), and
    g) abutting tension anchors (53) are interconnected by connection nuts (56), thus resulting in transverse reinforcements in the traffic guidance device which are interconnected over large distances.
  2. Traffic guidance device according to claim 1, characterised in that the supports (23e; 23f) are secured relative to the at least one tension anchor (53).
  3. Traffic guidance device according to claim 1 or 2, characterised in that the tension anchors (53) extend substantially horizontally.
  4. Traffic guidance device according to one of the preceding claims, characterised in that several tension anchors (53) are arranged one above the other.
  5. Traffic guidance device according to one of the preceding claims, characterised in that at least a portion of the tension anchors (53) extends at an angle relative to the horizontal.
  6. Traffic guidance device according to one of the preceding claims, characterised in that the supports (23e; 23f) have the shape of a T, double-T or U.
  7. Traffic guidance device according to claim 1, characterised in that the supports (23f) comprise outwardly projecting mounting brackets (66) which are connected to the supports (23f) and ensure that the tension anchors (53) are secured to the supports (23f).
  8. Traffic guidance device according to claim 4, characterised in that a free space between the outside of the tension anchors (53) and the inside of a connection nut (56) is at least partially filled by a curable adhesive material.
EP06008593A 2005-05-10 2006-04-26 Traffic guidance device Active EP1722037B1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PL06008593T PL1722037T3 (en) 2005-05-10 2006-04-26 Traffic guidance device
SI200630449T SI1722037T1 (en) 2005-05-10 2006-04-26 Traffic guidance device
DE202006020863U DE202006020863U1 (en) 2005-05-10 2006-04-26 Traffic-guide assembly
EP20090003160 EP2063026A3 (en) 2005-05-10 2006-04-26 Traffic guidance device
CY20091101103T CY1109511T1 (en) 2005-05-10 2009-10-22 MARKETING MANAGEMENT MECHANISM

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005021426 2005-05-10
DE102005039705A DE102005039705A1 (en) 2005-05-10 2005-08-23 Traffic-guide assembly

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP20090003160 Division EP2063026A3 (en) 2005-05-10 2006-04-26 Traffic guidance device

Publications (3)

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EP1722037A2 EP1722037A2 (en) 2006-11-15
EP1722037A3 EP1722037A3 (en) 2007-02-14
EP1722037B1 true EP1722037B1 (en) 2009-08-05

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EP20090003160 Withdrawn EP2063026A3 (en) 2005-05-10 2006-04-26 Traffic guidance device
EP06008593A Active EP1722037B1 (en) 2005-05-10 2006-04-26 Traffic guidance device

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EP20090003160 Withdrawn EP2063026A3 (en) 2005-05-10 2006-04-26 Traffic guidance device

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EP (2) EP2063026A3 (en)
AT (1) ATE438761T1 (en)
CY (1) CY1109511T1 (en)
DE (3) DE102005039705A1 (en)
ES (1) ES2330772T3 (en)
PL (1) PL1722037T3 (en)
RU (1) RU2413814C2 (en)
SI (1) SI1722037T1 (en)

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DE102010019216A1 (en) 2010-05-04 2011-11-10 Sah Verkehrstechnik Gmbh guardrail
WO2019068140A1 (en) * 2017-10-03 2019-04-11 Safe Direction Pty Ltd Barrier system with composite rail

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GB2476940A (en) * 2010-01-14 2011-07-20 Bourne Construction Engineering Ltd Crash barrier for use around edge of car park
DE102010037118A1 (en) 2010-08-23 2012-02-23 Muhr Und Bender Kg Safety barrier for a safety device on a road and method for producing a safety barrier
DE102011084874A1 (en) 2011-09-21 2013-03-21 TOGE-Dübel A. Gerhard KG Device for fastening e.g. road sign at asphalt in motorway, has holding plate including holding plate-center of gravity-line, and plate arrangement including plate arrangement-center of gravity-line arranged within equalizing plate surface
CZ2012804A3 (en) * 2012-11-19 2014-01-22 ÄŚĂ­hal Barrier system, particularly for roads and bridges
DE102016118394A1 (en) 2016-09-28 2018-03-29 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG Concrete screw for a vehicle restraint system
IT201700037889A1 (en) * 2017-04-10 2018-10-10 Enzo Rillo ROAD SAFETY BARRIER - TIGHT WINDOW
IT201900018317A1 (en) * 2019-10-09 2021-04-09 Anas S P A Road safety traffic divider barrier in steel
CN113174794B (en) * 2021-04-09 2022-10-25 江苏楷正建设有限公司 Municipal road reinforcing device and construction method

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WO2011138291A1 (en) 2010-05-04 2011-11-10 Sah Verkehrstechnik Gmbh Guard rail
WO2019068140A1 (en) * 2017-10-03 2019-04-11 Safe Direction Pty Ltd Barrier system with composite rail

Also Published As

Publication number Publication date
PL1722037T3 (en) 2010-01-29
ATE438761T1 (en) 2009-08-15
CY1109511T1 (en) 2014-08-13
ES2330772T3 (en) 2009-12-15
EP2063026A2 (en) 2009-05-27
EP2063026A3 (en) 2009-09-09
EP1722037A3 (en) 2007-02-14
RU2413814C2 (en) 2011-03-10
EP1722037A2 (en) 2006-11-15
SI1722037T1 (en) 2010-01-29
DE102005039705A1 (en) 2006-11-16
DE502006004421D1 (en) 2009-09-17
RU2006115834A (en) 2007-11-27
DE202006020863U1 (en) 2010-09-02

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