EP1762660A1 - Device for traffic guiding - Google Patents

Device for traffic guiding Download PDF

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Publication number
EP1762660A1
EP1762660A1 EP06017110A EP06017110A EP1762660A1 EP 1762660 A1 EP1762660 A1 EP 1762660A1 EP 06017110 A EP06017110 A EP 06017110A EP 06017110 A EP06017110 A EP 06017110A EP 1762660 A1 EP1762660 A1 EP 1762660A1
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EP
European Patent Office
Prior art keywords
guardrail
guidance device
traffic guidance
anchor
recess
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.)
Granted
Application number
EP06017110A
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German (de)
French (fr)
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EP1762660B1 (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.)
Toge Duebel GmbH and Co KG
Original Assignee
Toge Duebel A Gerhard KG
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Application filed by Toge Duebel A Gerhard KG filed Critical Toge Duebel A Gerhard KG
Publication of EP1762660A1 publication Critical patent/EP1762660A1/en
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/025—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
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a traffic guidance device for attachment to the edge of a roadway for motor vehicles.
  • the invention has for its object to provide a traffic guidance device, which has a greater retention ability compared to the conventional traffic guidance devices and which can optionally be easily created by retrofitting conventional traffic guidance facilities.
  • the object is solved by the features of claim 1.
  • the essence of the invention is to provide in the guard rail profile connected to this train anchor. Through this, the retention capacity of the guardrail is greatly increased. In addition, the traffic guidance device obtains greater longitudinal stiffness.
  • the train anchors can be easily retrofitted.
  • a traffic guidance device 1 is mounted on the edge of roadways for motor vehicles in order to prevent vehicles coming off the roadway from passing over the edge of the roadway. This is especially important on bridges, especially on motorway bridges.
  • the device 1 extends along a roadway direction 2 and has the same cross section except for connection points 3 substantially along the direction 2.
  • the device 1 may be appropriate as mentioned at the edge of roadways or between lanes for the separation of opposing traffic. In this case crash barriers are on both sides the device 1.
  • the device 1 has arranged at regular intervals, connected to the bottom 4, vertically extending supports 5.
  • the supports 5 may have any profile, in particular a T-profile or a U-profile.
  • the supports 5 each have at their lower end a firmly connected to them bottom plate 6, which is connected via anchors or screws 7 to the bottom 4.
  • the floor 4 may be concrete or asphalt.
  • the anchors or screws are concrete screws or asphalt screws.
  • the supports 5 can also be rammed directly into the ground.
  • guard rails 8 are conventional crash barriers made of sheet steel. In profile, these have a projecting towards the roadway, horizontally extending upper band 9, arranged underneath, also horizontally extending lower band 10 and a lying between both, recessed longitudinal groove 11, which by an upper band adjacent to the upper edge 9 12, an adjoining groove bottom 13 and an adjacent lower edge 14 is formed, wherein the lower edge 14 in turn merges into the lower band 10.
  • the upper guardrail 8 shown in FIG. 1 and the guardrail 8 shown in FIG. 2 are screwed directly to the supports 5 in the region of the groove bottom 13.
  • the illustrated in Fig. 1 upper guardrail 8 is stabilized by an L-shaped support member 15 which bears against the inside of the upper band 9 and is fixed between the groove bottom 13 and the support 5.
  • the illustrated in Fig. 1 lower guardrail 8 is on a substantially cylindrical, hollow Damper element 16 attached. On the opposite side of the element 16 is screwed by screws 17 to the support 5.
  • a train anchor 18 is attached in each case.
  • the train anchors 18 are standard train anchors, such as those under the brand "DYWIDAG" on the market.
  • the pull anchors 18 have a coarse outer thread 19 and on opposite sides of flats 20 so that the train anchor 18 can be grasped and rotated with tools.
  • the train anchor 18 are screwed via U-shaped mounting bracket 21 which engage around the train anchor 18, with the crash barriers 8 and in particular the groove bottom 13 via nuts 22.
  • the mounting bracket 21 extends through a wall 23 of the support 5, wherein the nuts are arranged on the inside of the wall 23.
  • the mounting bracket 21 engages in the spaces between the external thread 19. This results in a fixation of the train-armature 18 along the roadway direction. 2
  • train-armature 18 are connected to each other by a connecting nut also referred to as a sleeve 24, which surrounds the ends of two adjacent tie-armature 18.
  • the connecting nut 24 has an outer thread 19 matching internal thread 25 into which the adjacent ends of the train anchor 18 are screwed.
  • This connection of adjacent train anchors 18 by a connecting nut 24 is sufficient per se to ensure stability of the traffic guidance device 1.
  • a self-hardening adhesive 27 is injected through the bore 26, the remaining interior space 28, in particular the area between the external thread 19 and the internal thread 25 and fills between the end faces of the adjacent train anchor 18, as shown in Fig. 3.
  • curable adhesive 27 is for example epoxy resin in question.
  • the connecting nut 24 sits firmly on the train anchors 18 and there is no game between them. This is of great importance for the stability of the traffic guidance device 1. Even a small clearance between the train anchors 18 along the direction 2 leads to a comparatively large instability along a perpendicular thereto transverse direction.
  • the arrangement of the train anchor 18 in the guardrail 8 is also readily possible later. It can thus be easily upgraded existing traffic management facilities and much higher retention capabilities can be achieved.
  • the retrofit is associated with only a small cost.
  • the arrangement of the train anchor within the recess in the guardrail ensures that no damage to the train anchor takes place even in the event of an impact.
  • the connection of the train anchor via connecting nuts creates an endless train anchor, which is limited in its length only by the total length of the traffic-guiding device 1. It is possible to retrofit traffic guidance devices of conventional type only in the area of special danger spots with train anchors. It is also possible to provide a pull anchor in each well of a guardrail as shown in FIG.
  • the guardrail 8 and / or the train anchor 18 may be galvanized.
  • FIGS. 4 and 5 Structurally identical parts are given the same reference numerals as in the first embodiment, 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 essential difference with respect to the first exemplary embodiment is that the tension anchor 18 is not arranged in the longitudinal groove 11 facing the roadway 32, that is to say on the front side of the guardrail 8, but in a depression situated on the rear side of the guardrail 8 29 is arranged.
  • the guardrail 8 is integrally formed and formed of sheet steel.
  • the guardrail in various ways to the supports fixed to the ground.
  • the guardrail like the upper guardrail in FIG. 1, can be bolted directly to the support. It can also, as the lower guardrail in Fig. 1 are screwed via a damping element on the support.
  • the connection described below, shown in Fig. 4 connection is possible.
  • a support 5a made of sheet steel is provided substantially with a U-shaped profile and either rammed into the bottom 4 or welded to a bottom plate 6, which is then screwed by screws 7 with concrete floor.
  • a horizontal support 33 is pushed from above, which for this purpose has laterally projecting jaws 34 which engage around the support 5a.
  • An additional connection by screws or welding is possible.
  • the horizontal support 33 has at its upper edge a longitudinal, a U-shaped cross-section, integrally formed with the carrier 33 upper support web 35. At the bottom there is also a longitudinally extending, weaker trained lower support web 36. Between the webs 35 and 36 is a substantially planar plate 37. In the direction of the roadway 32 are the upper support web 35 and the lower support web 36 with respect to the plate 37, wherein in this area the lower support web 36 is formed weaker than the upper support web 35. The free ends of the webs 35 and 36 are applied to the bands 9 and 10 at.
  • the design of the support 5a and the horizontal support 33 are known, inter alia, on German motorways common components.
  • the guardrail 8 is screwed in a known, not shown way with the horizontal support 33.
  • brackets 39 are provided with a substantially U-shaped cross section, which are fixed on the back of the groove bottom 13 by two screws 40.
  • a lower arm 41 of the bracket 39 is supported against the lower band 10 and stabilizes it.
  • An upper arm 42 is supported against the upper band 9.
  • the upper arm 42 is slotted to form the center of a mounting bracket 21 a is formed, which rests under tension on the train anchor 18 and presses against the upper band 9 and the upper edge 12 and fixed there.
  • An advantage of the second embodiment is that, as in the first embodiment, a simple upgrade of existing guard rail systems is possible without these have to be changed seriously.
  • the train anchors 18 are not visible from the roadway 32, so that the optical image is not affected. The assembly is easy, since the train anchor 18 is first inserted into the channel 3 8 and stops there by itself. Subsequently, the brackets 39 can be screwed, which fix the train anchor 18.
  • the fixation of the train anchor 18 at the upper edge of the recess 29 is advantageous if the stabilization of the guardrail 8 by the train anchor 18 should be as high as possible. In this way, the height of the guardrail 8 is utilized. In this respect, even the arrangement of the train-armature 18 according to FIG. 5 is advantageous over the arrangement of the train-armature 18 according to FIG. 1.
  • the basic idea of stabilizing traffic guidance systems with train anchors is independent of the concrete shape of the guard rail 8.
  • other guardrail forms for example with two longitudinal grooves, can also be used.
  • it does not depend on the attachment of the guardrail at the roadside.
  • various mounting options are shown. These can be freely combined with each other. It can also be chosen completely different mounting options.
  • comes it does not depend on fixing of supports to the ground. These can be rammed into the ground or attached via anchors to concrete.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Signs Or Road Markings (AREA)
  • Traffic Control Systems (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
  • Vibration Dampers (AREA)

Abstract

The device has a crash barrier (8) running along an edge of a road surface, where the barrier is turned towards the surface and includes a recess. A set of supports (5) is attached at a side of the barrier turned away from the barrier, and is supported opposite to a base (4), where the supports are fastened to the base. A tie-rod (18) is arranged in the recess of the barrier, where the barrier has a longitudinal groove (11) in between upper and lower ring fences. The tie-rod is arranged in the groove and fixed in the recess.

Description

Die Erfindung betrifft eine Verkehrs-Leit-Einrichtung zum Anbringen 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.

Ein Großteil der Verkehrs-Leit-Einrichtungen auf deutschen Straßen wurde vor über dreißig Jahren entwickelt und stößt zwischenzeitlich durch höhere Geschwindigkeiten, andere Fahrzeughöhen und andere -gewichte an ihre Grenzen bezüglich der Rückhaltefähigkeit.Much of the traffic guidance equipment on German roads was developed over thirty years ago, and in the meantime it has reached its limits in terms of retention capacity due to higher speeds, different vehicle heights and other weights.

Der Erfindung liegt die Aufgabe zugrunde, eine Verkehrs-Leit-Einrichtung zu schaffen, die gegenüber den herkömmlichen Verkehrs-Leit-Einrichtungen eine größere Rückhalte-Fähigkeit besitzt und die gegebenenfalls durch Nachrüsten herkömmlicher Verkehrs-Leit-Einrichtungen einfach geschaffen werden kann.The invention has for its object to provide a traffic guidance device, which has a greater retention ability compared to the conventional traffic guidance devices and which can optionally be easily created by retrofitting conventional traffic guidance facilities.

Die Aufgabe wird durch die Merkmale des Anspruchs 1 gelöst. Der Kern der Erfindung besteht darin, in dem Leitplankenprofil einen mit diesem verbundenen Zug-Anker vorzusehen. Durch diesen wird die Rückhaltefähigkeit der Leitplanke stark erhöht. Darüber hinaus erhält die Verkehrs-Leit-Einrichtung eine größere Längs-Steifigkeit. Die Zug-Anker können einfach nachgerüstet werden.The object is solved by the features of claim 1. The essence of the invention is to provide in the guard rail profile connected to this train anchor. Through this, the retention capacity of the guardrail is greatly increased. In addition, the traffic guidance device obtains greater longitudinal stiffness. The train anchors can be easily retrofitted.

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 Zeichnung. Es zeigen

Fig. 1
einen Querschnitt einer Verkehrs-Leit-Einrichtung mit zwei Leitplanken gemäß einem ersten Ausführungsbeispiel,
Fig. 2
eine Seitenansicht der Verkehrs-Leit-Einrichtung gemäß Fig. 1 mit nur einer Leitplanke,
Fig. 3
eine Verbindung von Zug-Ankern gemäß dem ersten Ausführungsbeispiel,
Fig. 4
eine Ansicht einer Verkehrs-Leit-Einrichtung gemäß einem zweiten Ausführungsbeispiel,
Fig. 5
eine Ausschnittvergrößerung der Verkehrs-Leit-Einrichtung gemäß Fig. 4, und
Fig. 6
einen Querschnitt einer Verkehrs-Leit-Einrichtung gemäß einem dritten Ausführungsbeispiel.
Additional features and details will become apparent from the description of several embodiments with reference to the drawings. Show it
Fig. 1
a cross section of a traffic guidance device with two crash barriers according to a first embodiment,
Fig. 2
1 a side view of the traffic guidance device according to FIG. 1 with only one guardrail,
Fig. 3
a connection of train anchors according to the first embodiment,
Fig. 4
a view of a traffic-guiding device according to a second embodiment,
Fig. 5
a detail enlargement of the traffic-routing device according to FIG. 4, and
Fig. 6
a cross section of a traffic-guiding device according to a third embodiment.

Im Folgenden wird unter Bezugnahme auf die Fig. 1 bis 3 ein erstes Ausfiihrungsbeispiel der Erfindung beschrieben. Eine Verkehrs-Leit-Einrichtung 1 wird am Rand von Fahrbahnen für Kraftfahrzeuge angebracht, um zu verhindern, dass von der Fahrbahn abkommende Fahrzeuge über den Fahrbahnrand hinaus gelangen. Dies ist besonders auf Brücken, insbesondere auf Autobahnbrücken, von zentraler Bedeutung. Die Einrichtung 1 erstreckt sich entlang einer Fahrbahn-Richtung 2 und besitzt bis auf Verbindungs-Stellen 3 im Wesentlichen entlang der Richtung 2 denselben Querschnitt. Die Einrichtung 1 kann wie erwähnt am Rand von Fahrbahnen oder auch zwischen Fahrbahnen zur Trennung gegenläufigen Verkehrs angebracht sein. In diesem Fall befinden sich Leitplanken auf beiden Seiten der Einrichtung 1. Die Einrichtung 1 weist in regelmäßigen Abständen angeordnete, mit dem Boden 4 verbundene, vertikal verlaufende Stützen 5 auf. Die Stützen 5 können ein beliebiges Profil besitzen, insbesondere ein T-Profil oder ein U-Profil. Die Stützen 5 weisen jeweils an ihrem unteren Ende eine mit ihnen fest verbundene Bodenplatte 6 auf, die über Anker bzw. Schrauben 7 mit dem Boden 4 verbunden ist. Bei dem Boden 4 kann es sich um Beton oder Asphalt handeln. Entsprechend handelt es sich bei den Ankern bzw. Schrauben um Betonschrauben oder Asphaltschrauben. Die Stützen 5 können auch direkt in das Erdreich gerammt werden.Hereinafter, a first embodiment of the invention will be described with reference to FIGS. A traffic guidance device 1 is mounted on the edge of roadways for motor vehicles in order to prevent vehicles coming off the roadway from passing over the edge of the roadway. This is especially important on bridges, especially on motorway bridges. The device 1 extends along a roadway direction 2 and has the same cross section except for connection points 3 substantially along the direction 2. The device 1 may be appropriate as mentioned at the edge of roadways or between lanes for the separation of opposing traffic. In this case crash barriers are on both sides the device 1. The device 1 has arranged at regular intervals, connected to the bottom 4, vertically extending supports 5. The supports 5 may have any profile, in particular a T-profile or a U-profile. The supports 5 each have at their lower end a firmly connected to them bottom plate 6, which is connected via anchors or screws 7 to the bottom 4. The floor 4 may be concrete or asphalt. Correspondingly, the anchors or screws are concrete screws or asphalt screws. The supports 5 can also be rammed directly into the ground.

An den Stützen 5 sind, wie in Fig. 2 dargestellt, eine Leitplanke 8 und, wie in Fig. 1 dargestellt, zwei Leitplanken 8 befestigt. Die Zahl der an den Stützen 5 befestigten Leitplanken 8 wird durch die lokalen Sicherheitserfordernisse bestimmt. Bei den Leitplanken 8 handelt es sich um herkömmliche, aus Stahlblech bestehende Leitplanken. Im Profil weisen diese eine in Richtung auf die Fahrbahn vorstehende, horizontal verlaufende obere Bande 9, eine darunter angeordnete, ebenfalls horizontal verlaufende untere Bande 10 sowie eine zwischen beiden liegende, zurückspringende Längsnut 11 auf, die durch eine an die obere Bande 9 angrenzende obere Flanke 12, einen daran angrenzenden Nutboden 13 sowie eine daran angrenzende untere Flanke 14 gebildet wird, wobei die untere Flanke 14 ihrerseits in die untere Bande 10 übergeht. Die in Fig. 1 dargestellte obere Leitplanke 8 sowie die in Fig. 2 dargestellte Leitplanke 8 sind im Bereich des Nutbodens 13 direkt mit den Stützen 5 verschraubt. Die in Fig. 1 dargestellte obere Leitplanke 8 wird durch ein L-förmiges Stützelement 15, das an der Innenseite der oberen Bande 9 anliegt und zwischen dem Nutboden 13 und der Stütze 5 fixiert ist, stabilisiert. Die in Fig. 1 dargestellte untere Leitplanke 8 ist an einem im Wesentlichen zylindrischen, hohlen Dämpfungs-Element 16 befestigt. An der gegenüber liegenden Seite ist das Element 16 über Schrauben 17 mit der Stütze 5 verschraubt.On the supports 5, as shown in Fig. 2, a guard rail 8 and, as shown in Fig. 1, two crash barriers 8 are attached. The number of guardrails 8 attached to the supports 5 is determined by local safety requirements. Guard rails 8 are conventional crash barriers made of sheet steel. In profile, these have a projecting towards the roadway, horizontally extending upper band 9, arranged underneath, also horizontally extending lower band 10 and a lying between both, recessed longitudinal groove 11, which by an upper band adjacent to the upper edge 9 12, an adjoining groove bottom 13 and an adjacent lower edge 14 is formed, wherein the lower edge 14 in turn merges into the lower band 10. The upper guardrail 8 shown in FIG. 1 and the guardrail 8 shown in FIG. 2 are screwed directly to the supports 5 in the region of the groove bottom 13. The illustrated in Fig. 1 upper guardrail 8 is stabilized by an L-shaped support member 15 which bears against the inside of the upper band 9 and is fixed between the groove bottom 13 and the support 5. The illustrated in Fig. 1 lower guardrail 8 is on a substantially cylindrical, hollow Damper element 16 attached. On the opposite side of the element 16 is screwed by screws 17 to the support 5.

In den Vertiefungen der Leitplanken 8, insbesondere in den Längsnuten 11 ist jeweils ein Zug-Anker 18 befestigt. Bei den Zug-Ankern 18 handelt es sich um Standard-Zug-Anker, wie sie unter anderem unter der Marke "DYWIDAG" auf dem Markt sind. Die Zug-Anker 18 weisen ein grobes Außen-Gewinde 19 und auf gegenüberliegenden Seiten Abflachungen 20 auf, damit der Zug-Anker 18 mit Werkzeugen ergriffen und gedreht werden kann. Die Zug-Anker 18 sind über U-förmige Befestigungs-Bügel 21, die die Zug-Anker 18 umgreifen, mit den Leitplanken 8 und insbesondere dem Nutboden 13 über Muttern 22 verschraubt. Im Fall der in Fig. 1 dargestellten oberen Leitplanke 8 und der in Fig. 2 dargestellten Leitplanke 8 verläuft der Befestigungs-Bügel 21 durch eine Wand 23 der Stütze 5, wobei die Muttern auf der Innenseite der Wand 23 angeordnet sind. Der Befestigungs-Bügel 21 greift in die Zwischenräume zwischen dem Außen-Gewinde 19. Hierdurch erfolgt eine Fixierung des Zug-Ankers 18 auch entlang der Fahrbahn-Richtung 2.In the recesses of the crash barriers 8, in particular in the longitudinal grooves 11, a train anchor 18 is attached in each case. The train anchors 18 are standard train anchors, such as those under the brand "DYWIDAG" on the market. The pull anchors 18 have a coarse outer thread 19 and on opposite sides of flats 20 so that the train anchor 18 can be grasped and rotated with tools. The train anchor 18 are screwed via U-shaped mounting bracket 21 which engage around the train anchor 18, with the crash barriers 8 and in particular the groove bottom 13 via nuts 22. In the case of the upper guardrail 8 shown in Fig. 1 and the guardrail 8 shown in Fig. 2, the mounting bracket 21 extends through a wall 23 of the support 5, wherein the nuts are arranged on the inside of the wall 23. The mounting bracket 21 engages in the spaces between the external thread 19. This results in a fixation of the train-armature 18 along the roadway direction. 2

Jeweils hintereinander angeordnete Zug-Anker 18 werden durch eine auch als Muffe bezeichnete Verbindungs-Mutter 24 miteinander verbunden, die die Enden zweier benachbarter Zug-Anker 18 umgreift. Die Verbindungs-Mutter 24 weist ein zum Außen-Gewinde 19 passendes Innen-Gewinde 25 auf, in das die benachbarten Enden der Zug-Anker 18 geschraubt sind. Diese Verbindung benachbarter Zug-Anker 18 durch eine Verbindungs-Mutter 24 ist an sich ausreichend, um eine Stabilität der Verkehrs-Leit-Einrichtung 1 zu gewährleisten. Zur weiteren Reduktion des Spiels zwischen der Verbindungs-Mutter 24 und den Zug-Ankern 18 ist es möglich, bei der Mutter 24 mittig eine radial nach außen verlaufende Bohrung 26 vorzusehen.In each case successively arranged train-armature 18 are connected to each other by a connecting nut also referred to as a sleeve 24, which surrounds the ends of two adjacent tie-armature 18. The connecting nut 24 has an outer thread 19 matching internal thread 25 into which the adjacent ends of the train anchor 18 are screwed. This connection of adjacent train anchors 18 by a connecting nut 24 is sufficient per se to ensure stability of the traffic guidance device 1. To further reduce the clearance between the connecting nut 24 and the train anchors 18, it is possible to centrally provide a radially outwardly extending bore 26 at the nut 24.

Nachdem die Verbindungs-Mutter 24 auf die beiden Zug-Anker 18 aufgeschraubt worden ist, wird durch die Bohrung 26 eine selbstaushärtende Klebemasse 27 eingespritzt, die den verbleibenden Innenraum 28, insbesondere den Bereich zwischen dem Außen-Gewinde 19 und dem Innen-Gewinde 25 sowie zwischen den Stirnseiten der benachbarten Zug-Anker 18 ausfüllt, wie dies in Fig. 3 dargestellt ist. Als aushärtbare Klebemasse 27 kommt beispielsweise Epoxidharz in Frage. Nach dem Aushärten der Klebemasse 27 sitzt die Verbindungs-Mutter 24 fest auf den Zug-Ankern 18 und es besteht kein Spiel mehr zwischen beiden. Dies ist für die Stabilität der Verkehrs-Leit-Einrichtung 1 von großer Bedeutung. Auch ein geringes Spiel zwischen den Zug-Ankern 18 entlang der Richtung 2 führt zu einer vergleichsweise großen Instabilität entlang einer senkrecht dazu verlaufenden Querrichtung.After the connecting nut 24 has been screwed onto the two pull anchors 18, a self-hardening adhesive 27 is injected through the bore 26, the remaining interior space 28, in particular the area between the external thread 19 and the internal thread 25 and fills between the end faces of the adjacent train anchor 18, as shown in Fig. 3. As curable adhesive 27 is for example epoxy resin in question. After curing of the adhesive 27, the connecting nut 24 sits firmly on the train anchors 18 and there is no game between them. This is of great importance for the stability of the traffic guidance device 1. Even a small clearance between the train anchors 18 along the direction 2 leads to a comparatively large instability along a perpendicular thereto transverse direction.

Die Anordnung der Zug-Anker 18 in der Leitplanke 8 ist auch ohne weiteres nachträglich möglich. Es können somit einfach bestehende Verkehrs-Leit-Einrichtungen aufgerüstet werden und sehr viel höhere Rückhaltefähigkeiten erzielt werden. Die Nachrüstung ist mit nur geringen Kosten verbunden. Durch die Anordnung des Zug-Ankers innerhalb der Vertiefung in der Leitplanke wird sichergestellt, dass auch bei einem Aufprall keine Verletzung am Zug-Anker erfolgt. Durch die Verbindung der Zug-Anker über Verbindungs-Muttern entsteht ein Endlos-Zug-Anker, der in seiner Länge nur durch die Gesamtlänge der Verkehrs-Leit-Einrichtung 1 begrenzt ist. Es ist möglich, Verkehrs-Leit-Einrichtungen herkömmlicher Art nur im Bereich besonderer Gefahrenstellen mit Zug-Ankern nachzurüsten. Es ist ferner möglich, in jeder Vertiefung einer Leitplanke, wie dies in Fig. 1 dargestellt ist, einen Zug-Anker vorzusehen. Alternativ ist es auch möglich, entsprechende Zug-Anker nur in einem Teil der Vertiefungen beispielsweise der oberen oder unteren Vertiefung vorzusehen. Zur Erhöhung der Korrosionsbeständigkeit können die Leitplanke 8 und/oder der Zug-Anker 18 verzinkt sein. Darüber hinaus ist es möglich, den Zug-Anker 18 mit einer reflektierenden Beschichtung zu umgeben, so dass vor allem bei Nebel und in der Nacht der Fahrbahnrand besser erkennbar ist.The arrangement of the train anchor 18 in the guardrail 8 is also readily possible later. It can thus be easily upgraded existing traffic management facilities and much higher retention capabilities can be achieved. The retrofit is associated with only a small cost. The arrangement of the train anchor within the recess in the guardrail ensures that no damage to the train anchor takes place even in the event of an impact. The connection of the train anchor via connecting nuts creates an endless train anchor, which is limited in its length only by the total length of the traffic-guiding device 1. It is possible to retrofit traffic guidance devices of conventional type only in the area of special danger spots with train anchors. It is also possible to provide a pull anchor in each well of a guardrail as shown in FIG. Alternatively, it is also possible to provide corresponding tension anchors only in a part of the depressions, for example the upper or lower recess. To increase the corrosion resistance the guardrail 8 and / or the train anchor 18 may be galvanized. In addition, it is possible to surround the train anchor 18 with a reflective coating, so that the road edge is better recognizable, especially in fog and at night.

Im Folgenden wird unter Bezugnahme auf die Fig. 4 und 5 ein zweites Ausführungsbeispiel der Erfindung beschrieben. Konstruktiv identische Teile erhalten dieselben Bezugszeichen, wie bei dem ersten Ausführungsbeispiel, auf dessen Beschreibung hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten a. Der wesentliche Unterschied gegenüber dem ersten Ausführungsbeispiel besteht darin, dass der Zug-Anker 18 nicht in der der Fahrbahn 32 zugewandten Längsnut 11, das heißt auf der Vorderseite der Leitplanke 8, angeordnet ist, sondern in einer sich auf der Rückseite der Leitplanke 8 befindlichen Vertiefung 29 angeordnet ist. Hierzu wird der Aufbau einer Standard-Leitplanke 8 noch einmal näher erläutert. Die Leitplanke 8 ist einteilig ausgebildet und aus Stahlblech geformt. Sie weist im montierten Zustand von oben nach unten beschrieben einen von der Fahrbahn 32 weg nach hinten und schräg nach oben zurückspringenden Steg 30, eine sich nach unten anschließende, im Wesentlichen vertikal verlaufende obere Bande 9, einen von der Bande 9 nach hinten zurückspringende obere Flanke 12, einen sich daran anschließenden, im Wesentlichen vertikal verlaufenden Nutboden 13, eine schräg nach hinten springende untere Flanke 14, eine sich daran anschließende, vertikal verlaufende untere Bande 10 sowie einen schräg nach unten zurückspringenden unteren Steg 31 auf. Diese verschiedenen Abschnitte der Leitplanke 8 begrenzen mehrere Vertiefungen. Die Flanken 12 und 14 begrenzen zusammen mit dem Nutboden 13 die zur Fahrbahn 32 hin offene Längsnut 11 als Vertiefung. Auf der der Fahrbahn 32 abgewandten Seite sind zwei Vertiefungen 29 gebildet, einerseits durch den Steg 30, die obere Bande 9 sowie die obere Flanke 12 und andererseits durch die untere Flanke 14, die untere Bande 10 sowie den Steg 31. In mindestens einer der Vertiefungen 29 ist der Zug-Anker 18 angeordnet. Einfach ist es, wenn der Zug-Anker 18 bei der nachträglichen Montage lediglich eingelegt werden muss und in der gewünschten Position von alleine hält, bis er durch Befestigungs-Bügel befestigt wird. Insofern ist es vorteilhaft, wenn der Zug-Anker 18, wie in den Fig. 4 und 5 dargestellt, in der oberen Vertiefung 29 und dort auf der oberen Flanke 12 liegend platziert wird.Hereinafter, a second embodiment of the invention will be described with reference to FIGS. 4 and 5. Structurally identical parts are given the same reference numerals as in the first embodiment, 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 essential difference with respect to the first exemplary embodiment is that the tension anchor 18 is not arranged in the longitudinal groove 11 facing the roadway 32, that is to say on the front side of the guardrail 8, but in a depression situated on the rear side of the guardrail 8 29 is arranged. For this purpose, the structure of a standard guardrail 8 will be explained in more detail. The guardrail 8 is integrally formed and formed of sheet steel. It has in the mounted state from top to bottom describes a of the roadway 32 away to the rear and obliquely upwardly projecting web 30, a downwardly subsequent, substantially vertically extending upper band 9, one of the band 9 to the rear receding upper edge 12, an adjoining, substantially vertically extending groove bottom 13, an obliquely rearwardly projecting lower edge 14, an adjoining, vertically extending lower band 10 and an obliquely downwardly recessed lower web 31. These different sections of guardrail 8 define several depressions. The flanks 12 and 14 limit together with the groove bottom 13 to the roadway 32 towards the longitudinal groove 11 as a recess. On the side facing away from the lane 32 are two depressions 29 formed on the one hand by the web 30, the upper band 9 and the upper edge 12 and the other by the lower edge 14, the lower band 10 and the web 31. In at least one of the recesses 29 of the train anchor 18 is arranged. It is simple if the train anchor 18 only has to be inserted during retrofitting and holds in the desired position by itself until it is fastened by fastening straps. In this respect, it is advantageous if the pull-armature 18, as shown in FIGS. 4 and 5, is placed in the upper recess 29 and lying there on the upper flank 12.

Grundsätzlich ist es möglich, die Leitplanke auf verschiedene Weisen an den am Boden befestigten Stützen zu befestigen. Die Leitplanke kann, wie die obere Leitplanke in Fig. 1 direkt an der Stütze angeschraubt werden. Sie kann auch, wie die untere Leitplanke in Fig. 1 über ein Dämpfungs-Element an der Stütze angeschraubt werden. Darüber hinaus ist die nachfolgend beschriebene, in Fig. 4 dargestellte Verbindung möglich. Bei dieser ist eine Stütze 5a aus Stahlblech im Wesentlichen mit einem U-förmigen Profil vorgesehen und entweder in den Boden 4 gerammt oder mit einer Bodenplatte 6 verschweißt, die dann über Schrauben 7 mit Beton-Boden verschraubt ist. Auf die Stütze 5a wird von oben ein Horizontal-Träger 33 aufgeschoben, der hierzu seitlich vorstehende Backen 34 aufweist, die die Stütze 5a umgreifen. Eine zusätzliche Verbindung durch Schrauben oder Schweißen ist möglich. Der Horizontal-Träger 33 weist an seinem oberen Rand einen längsverlaufenden, einen U-förmigen Querschnitt aufweisenden, einteilig mit dem Träger 33 ausgebildeten oberen Stütz-Steg 35 auf. Am unteren Rand befindet sich ein ebenfalls längs verlaufender, schwacher ausgebildeter unterer Stütz-Steg 36. Zwischen den Stegen 35 und 36 befindet sich eine im Wesentlichen planare Platte 37. In Richtung auf die Fahrbahn 32 stehen der obere Stütz-Steg 35 sowie der untere Stütz-Steg 36 gegenüber der Platte 37 hervor, wobei in diesem Bereich der untere Stütz-Steg 36 schwächer ausgebildet ist als der obere Stütz-Steg 35. Die freien Enden der Stege 35 und 36 liegen an den Banden 9 bzw. 10 an. Bei der Ausgestaltung der Stütze 5a und des Horizontal-Trägers 33 handelt es sich um bekannte, u. a. an deutschen Autobahnen verbreitete Bauteile. Die Leitplanke 8 ist in bekannter, nicht dargestellter Weise mit dem Horizontal-Träger 33 verschraubt.In principle, it is possible to attach the guardrail in various ways to the supports fixed to the ground. The guardrail, like the upper guardrail in FIG. 1, can be bolted directly to the support. It can also, as the lower guardrail in Fig. 1 are screwed via a damping element on the support. In addition, the connection described below, shown in Fig. 4 connection is possible. In this a support 5a made of sheet steel is provided substantially with a U-shaped profile and either rammed into the bottom 4 or welded to a bottom plate 6, which is then screwed by screws 7 with concrete floor. On the support 5a, a horizontal support 33 is pushed from above, which for this purpose has laterally projecting jaws 34 which engage around the support 5a. An additional connection by screws or welding is possible. The horizontal support 33 has at its upper edge a longitudinal, a U-shaped cross-section, integrally formed with the carrier 33 upper support web 35. At the bottom there is also a longitudinally extending, weaker trained lower support web 36. Between the webs 35 and 36 is a substantially planar plate 37. In the direction of the roadway 32 are the upper support web 35 and the lower support web 36 with respect to the plate 37, wherein in this area the lower support web 36 is formed weaker than the upper support web 35. The free ends of the webs 35 and 36 are applied to the bands 9 and 10 at. The design of the support 5a and the horizontal support 33 are known, inter alia, on German motorways common components. The guardrail 8 is screwed in a known, not shown way with the horizontal support 33.

Zwischen der Unterseite des über die Platte 37 vorstehenden oberen StützSteges 35 und der oberen Flanke 12 ist ein durchgehender Kanal 38 gebildet. Der Kanal 38 nimmt den Zug-Anker 18 auf. Zur Fixierung des Zug-Ankers 18 sind Klammern 39 mit im Wesentlichen U-förmigen Querschnitt vorgesehen, die auf der Rückseite des Nutbodens 13 durch zwei Schrauben 40 befestigt sind. Ein unterer Arm 41 der Klammer 39 ist gegenüber der unteren Bande 10 abgestützt und stabilisiert diese. Ein oberer Arm 42 ist gegenüber der oberen Bande 9 abgestützt. Der obere Arm 42 ist geschlitzt unter Bildung mittigen eines Befestigungs-Bügels 21 a ausgebildet, der unter Vorspannung auf dem Zug-Anker 18 aufliegt und diesen gegen die obere Bande 9 sowie die obere Flanke 12 drückt und dort fixiert.Between the underside of the above the plate 37 projecting upper StützSteges 35 and the upper edge 12, a continuous channel 38 is formed. The channel 38 receives the tension anchor 18. To fix the tension anchor 18 brackets 39 are provided with a substantially U-shaped cross section, which are fixed on the back of the groove bottom 13 by two screws 40. A lower arm 41 of the bracket 39 is supported against the lower band 10 and stabilizes it. An upper arm 42 is supported against the upper band 9. The upper arm 42 is slotted to form the center of a mounting bracket 21 a is formed, which rests under tension on the train anchor 18 and presses against the upper band 9 and the upper edge 12 and fixed there.

Vorteilhaft an dem zweiten Ausführungsbeispiel ist, dass wie beim ersten Ausführungsbeispiel eine einfache Aufrüstung bestehender Leitplankensysteme möglich ist, ohne dass diese schwerwiegend verändert werden müssen. Bei dem zweiten Ausführungsbeispiel sind die Zug-Anker 18 von der Fahrbahn 32 aus nicht sichtbar, sodass das optische Bild nicht beeinträchtigt wird. Die Montage ist einfach, da der Zug-Anker 18 zunächst in den Kanal 3 8 eingelegt wird und dort von alleine hält. Anschließend können die Klammern 39 angeschraubt werden, die den Zug-Anker 18 fixieren.An advantage of the second embodiment is that, as in the first embodiment, a simple upgrade of existing guard rail systems is possible without these have to be changed seriously. In the second embodiment, the train anchors 18 are not visible from the roadway 32, so that the optical image is not affected. The assembly is easy, since the train anchor 18 is first inserted into the channel 3 8 and stops there by itself. Subsequently, the brackets 39 can be screwed, which fix the train anchor 18.

Im Folgenden wird unter Bezugnahme auf Fig. 6 ein drittes Ausführungsbeispiel der Erfindung beschrieben. Konstruktiv identische Teile erhalten dieselben Bezugszeichen, wie bei dem ersten Ausführungsbeispiel, auf dessen Beschreibung hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten b. Wie beim zweiten Ausführungsbeispiel befindet sich der Zug-Anker in der oberen Vertiefung 29. Dort ist er durch U-förmige Befestigungs-Bügel 21b, die von vorne durch Bohrungen in der oberen Bande 9 geschoben sind und hinten mit einem Querriegel 43 und Muttern 22 verschlossen sind, fixiert. Der obere Zug-Anker 18 liegt auf dem Stütz-Element 15, was dessen Montage erleichtert. Die Fixierung des Zug-Ankers 18 am oberen Rand der Vertiefung 29 ist vorteilhaft, wenn die Stabilisierung der Leitplanke 8 durch den Zug-Anker 18 möglichst weit oben erfolgen soll. Auf diese Weise wird die Höhe der Leitplanke 8 ausgenutzt. Insofern ist auch schon die Anordnung des Zug-Ankers 18 gemäß Fig. 5 vorteilhaft gegenüber der Anordnung des Zug-Ankers 18 gemäß Fig. 1.Hereinafter, a third embodiment of the invention will be described with reference to FIG. Structurally identical parts are given the same reference numerals as in the first embodiment, to the description of which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b. As in the second embodiment, the train anchor is in the upper recess 29 where it is closed by U-shaped mounting bracket 21 b, which are pushed from the front through holes in the upper band 9 and rear with a cross bar 43 and nuts 22 are, fixed. The upper tension anchor 18 rests on the support element 15, which facilitates its assembly. The fixation of the train anchor 18 at the upper edge of the recess 29 is advantageous if the stabilization of the guardrail 8 by the train anchor 18 should be as high as possible. In this way, the height of the guardrail 8 is utilized. In this respect, even the arrangement of the train-armature 18 according to FIG. 5 is advantageous over the arrangement of the train-armature 18 according to FIG. 1.

Bezüglich der allgemeinen Vorteile wird auf die Erläuterungen zum ersten und zweiten Ausführungsbeispiel verwiesen. Allgemein gilt, dass die Grundidee, mit Zug-Ankern Verkehrs-Leit-Einrichtungen zu stabilisieren, unabhängig von der konkreten Ausformung der Leitplanke 8 ist. Es können insofern auch andere Leitplankenformen, beispielsweise mit zwei Längsnuten verwendet werden. Darüber hinaus kommt es auf die Befestigung der Leitplanke am Straßenrand nicht an. In den verschiedenen Ausführungsbeispielen sind verschiedene Befestigungsmöglichkeiten gezeigt. Diese können frei miteinander kombiniert werden. Es können auch vollkommen andere Befestigungsmöglichkeiten gewählt werden. Darüber hinaus kommt es auf die Befestigung der Stützen am Boden nicht an. Diese können ins Erdreich gerammt oder über Anker auf Beton befestigt sein.With regard to the general advantages, reference is made to the explanations for the first and second embodiments. In general, the basic idea of stabilizing traffic guidance systems with train anchors is independent of the concrete shape of the guard rail 8. In this respect, other guardrail forms, for example with two longitudinal grooves, can also be used. In addition, it does not depend on the attachment of the guardrail at the roadside. In the various embodiments, various mounting options are shown. These can be freely combined with each other. It can also be chosen completely different mounting options. In addition, comes it does not depend on fixing of supports to the ground. These can be rammed into the ground or attached via anchors to concrete.

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.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.

Claims (14)

Verkehrs-Leit-Einrichtung zur Anbringung an dem Rand von Fahrbahnen für Kraftfahrzeuge umfassend a) mindestens eine der Fahrbahn zugewandte, entlang des Randes der Fahrbahn verlaufende Leitplanke (8), welche mindestens eine Vertiefung aufweist, b) mehrere auf der der Fahrbahn abgewandten Seite der mindestens einen Leitplanke (8) angeordnete, mit der mindestens einen Leitplanke (8) verbundene, gegenüber dem Boden (4) abgestützte und dort befestigte Stützen (5, 5a; 5b) und c) mindestens einen in der mindestens einen Vertiefung der mindestens einen Leitplanke (8) angeordneten Zug-Anker (18). Traffic guidance device for attachment to the edge of roadways for motor vehicles comprising a) at least one of the roadway facing, along the edge of the roadway extending guardrail (8), which has at least one recess, b) a plurality of on the side facing away from the roadway of at least one guardrail (8), connected to the at least one guardrail (8), relative to the bottom (4) supported and secured there supports (5, 5a, 5b) and c) at least one in the at least one recess of the at least one guardrail (8) arranged train anchor (18). Verkehrs-Leit-Einrichtung gemäß Anspruch 1, dadurch gekennzeichnet, dass die mindestens eine Leitplanke (8) eine obere Bande (9), eine untere Bande (10) sowie eine eine Vertiefung bildende, dazwischen angeordnete Längsnut (11) aufweist.Traffic guidance device according to claim 1, characterized in that the at least one guardrail (8) has an upper band (9), a lower band (10) and a recess forming a longitudinal groove (11) arranged therebetween. Verkehrs-Leit-Einrichtung gemäß Anspruch 2, dadurch gekennzeichnet, dass der mindestens eine Zug-Anker (18) in der Längsnut (11) angeordnet ist.Traffic guidance device according to claim 2, characterized in that the at least one tension anchor (18) is arranged in the longitudinal groove (11). Verkehrs-Leit-Einrichtung gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass der Zug-Anker (18) in der Vertiefung festgelegt ist.Traffic guidance device according to one of the preceding claims, characterized in that the tension anchor (18) is fixed in the recess. Verkehrs-Leit-Einrichtung gemäß Anspruch 4, dadurch gekennzeichnet, dass der mindestens eine Zug-Anker (18) über Befestigungs-Bügel (21, 21 a; 21b) an der Leitplanke (8) befestigt ist.Traffic guidance device according to claim 4, characterized in that the at least one tension anchor (18) is fastened to the guardrail (8) via attachment brackets (21, 21a, 21b). Verkehrs-Leit-Einrichtung gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass aneinander angrenzende Zug-Anker (18) durch Verbindungs-Muttern (24) miteinander verbunden sind.Traffic guidance device according to one of the preceding claims, characterized in that adjoining train anchors (18) are interconnected by connecting nuts (24). Verkehrs-Leit-Einrichtung einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass mehrere Zug-Anker (18) übereinander angeordnet sind.Traffic guidance device one of the preceding claims, characterized in that a plurality of train anchor (18) are arranged one above the other. Verkehrs-Leit-Einrichtung einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Zug-Anker 18 ein Außen-Gewinde (19) aufweisen.Traffic guidance device according to one of the preceding claims, characterized in that the tension anchors 18 have an external thread (19). Verkehrs-Leit-Einrichtung gemäß Anspruch 8, dadurch gekennzeichnet, dass Verbindungs-Muttern (24) mit einem Innen-Gewinde (25) vorgesehen sind, in die benachbarte Zug-Anker (18) zur Verbindung derselben einschraubbar sind.Traffic guidance device according to claim 8, characterized in that connection nuts (24) are provided with an internal thread (25) into which adjacent tension anchors (18) for connection thereof can be screwed. Verkehrs-Leit-Einrichtung gemäß Anspruch 9, dadurch gekennzeichnet, dass ein Freiraum zwischen der Außenseite eines Zug-Ankers (18) und der Innenseite einer Verbindungs-Mutter (24) durch eine aushärtbare Klebemasse (27) zumindest zum Teil ausgefüllt ist.Traffic guidance device according to claim 9, characterized in that a free space between the outside of a tension anchor (18) and the inside of a connecting nut (24) by a curable adhesive (27) is at least partially filled. Verkehrs-Leit-Einrichtung gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die mindestens eine Leitplanke (8) auf der der Fahrbahn abgewandten Seite mindestens eine Vertiefung (29) aufweist.Traffic guidance device according to one of the preceding claims, characterized in that the at least one guardrail (8) has at least one recess (29) on the side facing away from the roadway. Verkehrs-Leit-Einrichtung gemäß Anspruch 11, dadurch gekennzeichnet, dass der mindestens eine Zug-Anker (18) in der Vertiefung (29) durch mindestens einen Befestigungs-Bügel (21 a) festgelegt ist.Traffic guidance device according to claim 11, characterized in that the at least one pull anchor (18) in the recess (29) by at least one mounting bracket (21 a) is fixed. Verkehrs-Leit-Einrichtung gemäß Anspruch 11 oder 12, dadurch gekennzeichnet, dass die mindestens eine Leitplanke (8) über Horizontal-Träger (33) mit den Stützen (5a) verbunden ist.Traffic guidance device according to claim 11 or 12, characterized in that the at least one guardrail (8) via horizontal support (33) is connected to the supports (5a). Verkehrs-Leit-Einrichtung gemäß Anspruch 13, dadurch gekennzeichnet, dass die Verbindung zwischen dem Horizontal-Träger (33) und der mindestens einen Leitplanke (8) derart ausgebildet ist, dass im Bereich der Vertiefung (29) ein sich entlang einer Längs-Richtung (2) der Leitplanke (8) erstreckender, durchgehend offener Kanal (38) verbleibt, in dem der mindestens eine Zug-Anker (18) aufgenommen ist.Traffic-guiding device according to claim 13, characterized in that the connection between the horizontal carrier (33) and the at least one guardrail (8) is formed such that in the region of the recess (29) along a longitudinal direction (2) the guide rail (8) extending, continuously open channel (38) remains, in which the at least one pull anchor (18) is received.
EP06017110A 2005-09-13 2006-08-17 Device for traffic guiding Not-in-force EP1762660B1 (en)

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DE102005043497 2005-09-13
DE102006001980A DE102006001980A1 (en) 2005-09-13 2006-01-13 Traffic-guide assembly

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EP1762660A1 true EP1762660A1 (en) 2007-03-14
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CN103114539A (en) * 2013-03-19 2013-05-22 南京工业大学 Built-in steel strand composite material wave-shaped crash barrier
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US20180119374A1 (en) * 2015-04-02 2018-05-03 Arcelormittal Spacer for Road Safety Barrier
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Also Published As

Publication number Publication date
RU2431716C2 (en) 2011-10-20
RU2006132459A (en) 2008-03-20
DE502006002995D1 (en) 2009-04-16
EP1762660B1 (en) 2009-03-04
DE102006001980A1 (en) 2007-03-22
ATE424484T1 (en) 2009-03-15
DE202006020257U1 (en) 2008-02-07

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