EP1739235B1 - Restraint system - Google Patents

Restraint system Download PDF

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Publication number
EP1739235B1
EP1739235B1 EP06114995A EP06114995A EP1739235B1 EP 1739235 B1 EP1739235 B1 EP 1739235B1 EP 06114995 A EP06114995 A EP 06114995A EP 06114995 A EP06114995 A EP 06114995A EP 1739235 B1 EP1739235 B1 EP 1739235B1
Authority
EP
European Patent Office
Prior art keywords
restraint
concrete
layer
road
protective concrete
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
EP06114995A
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German (de)
French (fr)
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EP1739235A3 (en
EP1739235A2 (en
Inventor
Ulrich Sasse
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TSS Technische Sicherheits-Systeme GmbH
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TSS Technische Sicherheits-Systeme GmbH
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Priority to DE102005030412A priority Critical patent/DE102005030412A1/en
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=37102161&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1739235(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by TSS Technische Sicherheits-Systeme GmbH filed Critical TSS Technische Sicherheits-Systeme GmbH
Publication of EP1739235A2 publication Critical patent/EP1739235A2/en
Publication of EP1739235A3 publication Critical patent/EP1739235A3/en
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Publication of EP1739235B1 publication Critical patent/EP1739235B1/en
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    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety 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
    • E01F15/02Continuous barriers extending along roads or between traffic lanes
    • E01F15/04Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0476Foundations
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety 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
    • E01F15/02Continuous barriers extending along roads or between traffic lanes
    • E01F15/08Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081Continuous 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
    • E01F15/083Continuous 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

Description

  • The invention relates to a restraint system for motor vehicles, which is provided at a roadway boundary.
  • In addition to restraint systems made of metal concrete protection walls are known for road boundary. Graded concrete protection walls are subject to DIN EN 1317-2 of April 1998. DIN defines different requirements, in particular with regard to the retention of lorries. For example, in the case of a requirement for H2 according to the above standard, trucks up to a total weight of 15 tons must be withheld.
  • A concrete protection wall meeting the requirement H2 is in " Road Traffic Engineering "3/99, pp. 120-123 described. The profile of this concrete protective wall has a lower step with a height of approx. 250 mm and a deviation from the vertical of approx. 9 °, a middle step with a height of approx. 50 mm and a deviation from the vertical of approx. 50 ° and an upper step with a height of 600 mm and a deviation from the vertical of about 9 °. The width of the top of this concrete protection wall is about 200 mm. The total height of this concrete protection wall is thus approx. 900 mm.
  • In order to reach the containment stage H2 according to the Euronorm 1317-2 and to avoid a shifting of concrete protection walls, these are clamped in the roadway. The lower level of the concrete protection wall thus protrudes into the road surface, or is integrated in this. However, the clamping of concrete protective walls has the disadvantage that on both sides of the concrete protective wall, the roadway must be formed. This is very complicated at the edges of the road and increases the costs.
  • Furthermore, it is off EP 1 102 898 known not to clamp concrete protection walls in the roadway but to set up on the road itself. For this purpose, it is necessary to widen the road accordingly. Since it is not only necessary for this purpose to widen the mobile covering but also the substructure of the road surface, as well as the corresponding roadway foundation, this is complicated and costly. Furthermore, it is off EP 1 102 898 known to provide a contiguous to the roadway concrete foundation. Although the provision of such a concrete foundation is cheaper than widening a road, it is still expensive to cast a corresponding concrete foundation, which must also be frost-proof. Furthermore, the provision of a concrete foundation can lead to problems in the removal of water, since a concrete foundation is a water barrier.
  • The object of the invention is to provide a restraint system for motor vehicles, which has a containment level of at least H2 and is easy and inexpensive to produce.
  • The object is achieved according to the invention by the features of claim 1.
  • The restraint system for motor vehicles according to the invention has a stepped concrete protective wall. The concrete protection wall has at least two, preferably three stages. The upper stage here has a smaller average width than the lower stage. If the concrete protection wall has more than two stages, the average width of the steps decreases from bottom to top. Preferably, at least in a part of the steps, the outer walls are inclined with respect to a vertical, wherein the inclination of the side facing the road facing away from the bottom, pointing away from the roadway.
  • So far, it was assumed that to achieve a containment level of H2 is urgently necessary to clamp the concrete protection wall in the roadway. Investigations have shown, however, that, surprisingly, the concrete protective wall according to the invention does not have to be clamped in the roadway, an essential aspect in order to achieve this is the provision of a plurality of reinforcing elements, in particular reinforcing bars. The restraint system according to the invention thus has a roadway-independent, compacted, formed as an unbound support layer uprising element on which the concrete protective wall is placed.
  • Surprisingly, good retention properties can be achieved with the retention system according to the invention. This is particularly surprising, since the provision of an unbound support layer tilts the concrete protection wall in the event of an impact and thus would assume that only poor retention properties can be achieved. This is not the case. Surprisingly, it is possible, in particular in the case of a concrete protective wall with at least five reinforcing bars or reinforcing ropes, to achieve the containment stage H2.
  • Restraint systems according to the invention have the particular advantage that they can be produced considerably less expensively, since unbound support layers, for example, can only be produced by solidifying suitable materials such as gravel, gravel and / or recycling materials. The casting of a concrete foundation or the widening of the road to produce a fixed bonded footprint is not required according to the invention.
  • The particular prefabricated concrete protection walls can thus be placed on the uprising element in a simple manner. Clamping in the road or anchoring in the ground is not required. The installation of such concrete protection walls is therefore considerably cheaper.
  • The restraint system for motor vehicles according to the invention, which is provided on road boundaries, in a particularly preferred embodiment, a stepped concrete protection wall whose first stage has a height of 150 - 250 mm and preferably a deviation from the vertical of 8 - 10 °. A middle step has a height of 40-60 mm, preferably of about 50 mm and preferably a deviation from the vertical of about 50 °. An upper step has a height of 600-700 mm and preferably a deviation from the vertical of 8-10 °. Furthermore, at least three preferably five reinforcing bars or probing ropes are provided in the concrete protective wall, preferably in the upper stage.
  • It is particularly preferred that the restraint system further comprises an intermediate layer or an intermediate strip which is arranged between the footing foundation and the roadway or the side strip of the roadway. This may be an uncompressed intermediate strip, which in particular is not sealed. In this respect, rainwater can seep into this area. The invention thus has the further advantage that no costly and expensive drainage measures are required. In particular, it is possible according to the invention to design the unbound base layer as antifreeze layer, so that proper drainage is possible. A base layer without binder does not act as a water barrier, so that, regardless of whether an intermediate strip is provided or not, the drainage of the water is ensured.
  • The support layer according to the invention is preferably a compacted gravel and / or gravel layer. Instead of or in combination of such layers, a recycling layer. A recycling layer is preferably a layer that meets the technical delivery conditions for rocks in road construction. Corresponding definitions are given in particular in " Technishce Delivery conditions for aggregates in road construction, TL Gestein-FtB 04, the Road and Transportation Research Association for Road Construction, published by FGSV-Verlag, 2004 edition defined in particular in chapter 1.3.2. Furthermore, corresponding definitions for recycling layers of DIN EM 13242 "aggregates for unbound and hydraulically bound mixtures for engineering and road construction" can be taken. Such layers are in particular compacted with at least 95% Proctor, in particular at least 97% Proctor.
  • In a preferred embodiment of the concrete protective wall according to the invention, the width of the individual steps is continuously reduced from bottom to top, so that in particular smooth outer surfaces are formed. It is particularly preferred that the concrete protective wall has the same contour on both sides and thus is in particular symmetrical to a median plane.
  • The preferably three, in particular five rebars preferably have a distance of about 100 mm to each other. It is particularly preferable to arrange all reinforcing bars in a vertical plane, ie one above the other. Preferably, the reinforcing bars are arranged along a vertical center line, or in a vertical center plane. In this case, the upper reinforcing rod preferably has a distance to the top of the concrete protective wall of about 150 mm. The reinforcing bars or reinforcing cables are in a preferred embodiment above the arranged upper level and extend in the longitudinal direction of the concrete protective wall.
  • In a particularly preferred embodiment of the concrete protective wall according to the invention, which represents an independent invention, the lower stage only has a height of about 150 mm. Possibly. The step may also have less than 150 mm, in particular less than 120 mm. This invention is independent of whether it is a clamped or unclamped concrete protective wall. It is particularly preferred to combine this invention with the invention described above.
  • This invention is based on the problem that concrete protection walls, in particular concrete protection walls with high containment levels cause a very abrupt, little damped deceleration of the vehicle. On the other hand, the concrete protection walls should not be displaceable depending on the retention level up to clearly defined forces, in order to be able to provide them, for example, between motorway lanes, dangerous embankments, etc. It is therefore the object to improve the damping of the motor vehicle, in particular to prevent injury to the occupants or to reduce the severity of injuries. According to the invention this can be achieved by a lower lower step of the stepped concrete protective wall. Here, the lower level of the concrete protection wall has a height which is lower than the height of a car axle. This has the consequence that a deformation of the car wheels can take place and the impact is not passed directly and in full force over the axis in the motor vehicle. The deformation of the wheels causes a damping, so that the impact is mitigated accordingly. This is particularly advantageous in non-clamped and especially erected on unbound support layers concrete protective walls, as part of the impact energy is converted into deformation energy.
  • The above dimensions may vary by ± 20 mm, preferably only ± 10 mm. The inclination may preferably vary by ± 1 gon.
  • The diameter of the reinforcing bars or the reinforcing ropes is preferably 10 - 16 mm. Preferably, a steel bar Bst 500 S is used.
  • The invention will be explained in more detail with reference to preferred embodiments with reference to the accompanying drawings.
  • Show it:
  • FIG. 1:
    a cross section of a first preferred embodiment of the restraint system according to the invention and
    FIG. 2:
    a cross section of a second preferred embodiment of the restraint system according to the invention.
  • A concrete protective wall has a lower step 10, a middle step 12 and an upper step 14. In the upper stage 14 three reinforcing bars 16 are provided, which are aligned horizontally. The reinforcing bars 16 are arranged parallel to each other in a vertical center plane 18. An upper side 20 of the concrete protection wall has a width of 180 mm. Due to the selected angle and the remaining dimensions of the concrete protective wall results in a width of a support side 22 of 542 mm.
  • Preferred dimensions can Fig. 1 be removed.
  • In the restraint system for motor vehicles according to the invention in the illustrated embodiment, the above-described concrete protection wall on an uprising element 24, which consists for example of gravel and / or gravel, set up. A fixed connection between the concrete protection wall and the uprising element 24, which is a road-independent unbound support layer, is not required. This has the particular advantage that an intermediate layer 28 of unconsolidated material or only slightly consolidated material can be provided between a roadway 26 and the uprising element 24. Rainwater can seep into the intermediate layer 28 in particular. Since the concrete protective wall is not clamped, only a considerably narrower road surface must be provided, whereby the cost can be significantly reduced.
  • In a second preferred embodiment ( Fig. 2 ) of the restraint system for motor vehicles according to the invention, the same and similar components are identified by the same reference numerals.
  • At the in Fig. 2 illustrated preferred embodiment of the invention is a restraint system that meets the requirements of the H2 Stability after the Euronorm 1317-2. Corresponding experiments have already been carried out.
  • The essential difference of this embodiment with respect to Fig. 1 described embodiment is that in the upper stage 14 not three but five reinforcing bars 16 are provided in the longitudinal direction of the concrete protective wall. The reinforcing bars have a diameter of 16 mm and consist of steel BSt 500S.
  • The base layer 24 is frost-resistant and consists of gravel and / or gravel and / or suitable recycled material. The base course was compacted with at least 97% Proctor.

Claims (11)

  1. A restraint system for motor vehicles, comprising
    a stepped protective concrete wall with at least two steps (10, 12, 14), where an upper step (14) has a lesser mean width than a lower step (10),
    at least five reinforcing elements (16) provided in the protective concrete wall, and
    a foot element (24) for the protective concrete wall, said foot element being independent of the road surface and takes the form of an unbound supporting layer (24),
    and wherein the protective concrete wall is placed on the foot element (24),
    characterized in that
    the restraint system corresponds at least to the containment level H2,
    and the protective concrete wall is not mounted in the foot element, in the road surface or the ground.
  2. The restraint system of claim 1, characterized in that the support layer (24) shows no binder solidification.
  3. The restraint system of claim 1 or 2, characterized in that the support layer (24) comprises a layer of gravel and/or crushed stone, the support layer in particular being formed by a layer of gravel and/or crushed stone.
  4. The restraint system of one of claims 1-3, characterized in that the support layer (24) comprises a layer of recycled material, the support layer in particular being formed by a layer of recycled material.
  5. The restraint system of one of claims 1-4, characterized in that the support layer (24) has a compaction of at least 95% Proctor, especially at least 97% Proctor.
  6. The restraint system of one of claims 1-5, characterized by a non-compacted intermediate strip (28) between the foot element (24) and the road surface (26).
  7. The restraint system of one of claims 1-6, characterized in that the bottom step (10) is offset from the perpendicular by 8-10°, and/or the middle step (12) is offset from the perpendicular by about 45-55°, and/or the upper step (14) is offset from the perpendicular by 8-10°.
  8. The restraint system of one of claims 1-7, characterized in that the reinforcing elements (16), which preferably are reinforcing rods, extend in the longitudinal direction of the protective concrete wall and are preferably provided in the top step (10).
  9. The restraint element of claim 8, characterized in that the diameter of the preferably round reinforcing rods (16) is 1β-16 mm and/or the reinforcing rods (16) are spaced from each other by about 100 mm, the tolerance preferably being ±30 mm.
  10. The restraint system of one of claims 1-9, characterized in that all reinforcing rods (16) are arranged in a vertical plane (18).
  11. The restraint system of one of claims 1-10, characterized in that the topmost reinforcing rod (16) is spaced from the upper surface (20) of the protective concrete wall by about 150 mm, the tolerance preferably being ±30 mm, and/or the protective concrete wall has a width of about 180 mm at the upper surface and a width of about 540 mm at the bottom surface.
EP06114995A 2005-06-30 2006-06-06 Restraint system Active EP1739235B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102005030412A DE102005030412A1 (en) 2005-06-30 2005-06-30 Restraint system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PL06114995T PL1739235T3 (en) 2005-06-30 2006-06-06 Restraint system
SI200630300T SI1739235T1 (en) 2005-06-30 2006-06-06 Restraint system

Publications (3)

Publication Number Publication Date
EP1739235A2 EP1739235A2 (en) 2007-01-03
EP1739235A3 EP1739235A3 (en) 2007-02-28
EP1739235B1 true EP1739235B1 (en) 2009-03-04

Family

ID=37102161

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06114995A Active EP1739235B1 (en) 2005-06-30 2006-06-06 Restraint system

Country Status (6)

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EP (1) EP1739235B1 (en)
AT (1) AT424483T (en)
DE (2) DE102005030412A1 (en)
DK (1) DK1739235T3 (en)
PL (1) PL1739235T3 (en)
SI (1) SI1739235T1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202011005689U1 (en) 2011-04-28 2011-09-12 Eurovia Beton Gmbh Vehicle restraint system

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202009001131U1 (en) 2009-01-29 2009-04-02 Tss Technische Sicherheits-Systeme Gmbh Transitional construction between concrete baffles
DE202009016995U1 (en) 2009-12-16 2010-04-08 Tss Technische Sicherheits-Systeme Gmbh Connecting element and connection system for connecting concrete sliding walls
DE202009017487U1 (en) 2009-12-22 2010-03-11 Tss Technische Sicherheits-Systeme Gmbh Bridging element and road boundary element
EP2339071B1 (en) 2009-12-22 2015-04-15 Strabag Ag Bridging element and roadway barrier element
DE202010002141U1 (en) 2010-02-09 2010-05-06 Tss Technische Sicherheits-Systeme Gmbh Bridging element and road boundary element
DE202010013884U1 (en) 2010-10-02 2010-12-02 Tss Technische Sicherheits-Systeme Gmbh Road boundary element
DE202012006219U1 (en) 2012-06-27 2012-07-24 Tss Technische Sicherheits-Systeme Gmbh Road boundary element
DE202012006632U1 (en) 2012-07-07 2012-08-06 Tss Technische Sicherheits-Systeme Gmbh Road boundary element
DE202014001281U1 (en) 2014-02-11 2015-05-20 Tss Technische Sicherheits-Systeme Gmbh concrete barrier
EP2905382A1 (en) 2014-02-11 2015-08-12 TSS Technische Sicherheits-Systeme GmbH Concrete safety barrier and method for producing a concrete safety barrier
DE102014003015A1 (en) 2014-03-07 2015-09-10 Tss Technische Sicherheits-Systeme Gmbh Concrete guide wall and method for producing a concrete guide wall
DE102014212507A1 (en) 2014-06-27 2015-12-31 Ed. Züblin Ag Repaired Concrete Conductor Section
DE202014005167U1 (en) 2014-06-27 2015-10-01 Strabag Ag concrete barrier
DE102015100277A1 (en) 2015-01-09 2016-07-14 Technische Universität Dresden Concrete wall and manufacturing process by slipforming

Family Cites Families (5)

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Publication number Priority date Publication date Assignee Title
CH641860A5 (en) * 1981-05-27 1984-03-15 Igeco Sa Concrete parapet for a road or bridge
AU4677696A (en) * 1995-01-13 1996-07-31 Augustinus Wilhelmus Maria Bertels Wall structure
IT1302427B1 (en) * 1998-08-07 2000-09-05 Autostrade Concess Const Road safety barrier divider profile jerseycon new devices calibrated deceleration of the impacting vehicle.
DE10145647C1 (en) * 2001-09-15 2003-01-16 Tss Tech Sicherheits Systeme G Safety bollard, for concrete road, has stepped profile with base section embedded directly in concrete road surface
DE20303254U1 (en) * 2003-02-28 2004-07-08 Wirtgen Gmbh Concrete crash barrier

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202011005689U1 (en) 2011-04-28 2011-09-12 Eurovia Beton Gmbh Vehicle restraint system

Also Published As

Publication number Publication date
DE102005030412A1 (en) 2007-01-04
EP1739235A2 (en) 2007-01-03
PL1739235T3 (en) 2009-08-31
EP1739235A3 (en) 2007-02-28
DE502006002989D1 (en) 2009-04-16
SI1739235T1 (en) 2009-08-31
DK1739235T3 (en) 2009-06-08
AT424483T (en) 2009-03-15

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