EP1816263A1 - Device for traffic guiding - Google Patents

Device for traffic guiding Download PDF

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Publication number
EP1816263A1
EP1816263A1 EP07001811A EP07001811A EP1816263A1 EP 1816263 A1 EP1816263 A1 EP 1816263A1 EP 07001811 A EP07001811 A EP 07001811A EP 07001811 A EP07001811 A EP 07001811A EP 1816263 A1 EP1816263 A1 EP 1816263A1
Authority
EP
European Patent Office
Prior art keywords
anchor
guidance device
traffic guidance
train
cross member
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
EP07001811A
Other languages
German (de)
French (fr)
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EP1816263B1 (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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Filing date
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Application filed by Toge Duebel A Gerhard KG filed Critical Toge Duebel A Gerhard KG
Publication of EP1816263A1 publication Critical patent/EP1816263A1/en
Application granted granted Critical
Publication of EP1816263B1 publication Critical patent/EP1816263B1/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
    • 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 essence of the invention is to provide in a traffic-guiding device in which a guardrail is attached via a horizontal cross member to a vertical support, in the region of attachment of the cross member to the vertical support additionally extending parallel to the guardrail train anchor ,
  • the tension anchor should preferably be arranged at the region of attachment of the cross member to the support.
  • the train anchor acts as a joint in an impact, so that the cross member is pivoted in the region of its front end together with the guard rail up and thereby increases the effective height of the guardrail. In this way, the risk is reduced that the guardrail in an impact, especially by higher vehicles, is run over.
  • a traffic guidance device 1 is mounted on the edge of roadways for motor vehicles, to prevent vehicles coming off the road from passing over the edge of the roadway. This is especially important on bridges, especially on motorway bridges. Furthermore, the traffic guidance facility 1 also be arranged between roads with oncoming traffic.
  • the traffic guidance device 1 extends along a roadway direction 2 and, except for connecting points not shown substantially along the direction 2, has the same cross section.
  • 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, the traffic guidance device is designed so that guardrails are arranged on both sides.
  • the traffic guidance device 1 is, in particular, a guard rail used by default in German motorways, which is referred to as a simple distance protection barrier, abbreviated EDSP.
  • EDSP simple distance protection barrier
  • the device 1 has arranged at regular intervals, connected to the bottom 3, vertically extending supports 4.
  • the supports 4 may have any profile, in particular a T-profile, U-profile, W-profile or E-profile. In the present case, an E-profile (Sigma profile) is shown.
  • the supports 4 each have at their lower end a firmly connected to them base plate 5, which is connected via anchors or screws 6 to the bottom 3.
  • the floor 3 may be concrete or asphalt. Accordingly, the screws 6 are concrete screws or asphalt screws.
  • the supports 4 can also be formed without the bottom plates 5 and then rammed directly into the ground.
  • each a horizontally extending cross member 7 is fixed, which extends along a direction perpendicular to the direction 2, pointing to the roadway 2, horizontal transverse direction 8.
  • the opposite end 8 of the cross member 7 is referred to as the rear end 9 and the end lying in the direction 8 as a front end 10.
  • a standard guard rail 11 is fixed, which extends along the direction 2.
  • the cross member 7 is made of bent sheet steel in one piece. He has at its upper edge a U-shaped cross-section, integrally formed with the cross member 7, upper support web 12. At the bottom there is a weak trained, lower support web 13, which is not quite applied to the lower part of the guard rail 11 and supports a pivoting up of the cross member 7 in an impact. Between the webs 12 and 13 is a substantially planar plate 14. Along the direction 8 are the upper support web 12 and the lower support web 13 with respect to the plate 14, wherein in this area the lower support web 13 weaker is formed as the upper support web 12. The free ends of the support webs 12 and 13 are located on the inside of the guardrail 11 at.
  • the guardrail 11 is integrally formed and formed of sheet steel. It has in the mounted state from top to bottom described away from the roadway against the direction 8 facing web 15, a downwardly adjoining, substantially vertically extending upper band 16, one of the band 16 to the rear receding upper edge 17, a adjoining, substantially vertically extending groove bottom 18, an obliquely backward lower flank 19, an adjoining, vertically extending lower band 20 and an obliquely rearwardly projecting lower web 21.
  • These different sections of guardrail 11 delimit several depressions.
  • two recesses 41 are formed, on the one hand by the upper web 15, the upper band 16 and the upper flank 17 and on the other hand by the lower edge 19, the lower band 20 and the lower web 21.
  • front end of the support bar 12 abuts against the rear side of the upper band 16.
  • the front end of the lower support rib 13 abuts against the rear side of the lower band 20.
  • front end of the plate 14 is a perpendicular to the direction 8 extending, integrally formed with the plate 14 tab 23 is provided, through which the guard rail 11 is screwed in the region of the groove bottom 8 with a screw 24.
  • the supports 4 have, as mentioned, an E-shaped profile with substantially parallel to each other, outer legs 25, which are connected to each other via two inner legs 26.
  • the supports 4 are integrally formed from sheet steel.
  • the cross member 7 is connected in the region of its rear end via a bracket 27 with the support 4.
  • the bracket 27 has a base plate 28 with two perpendicularly projecting jaws 29.
  • the base plate 28 is screwed to the plate 14 via three screws 30, which are preferably arranged on the corners of an equilateral triangle.
  • the jaws 29 of the bracket 27 engage around the outer legs 25.
  • the jaws 29 are further screwed by screws 31 to the outer legs 25. From the rear end of the plate 14 is perpendicular to this a tab 32 protrudes.
  • the train anchor 37 also referred to as a threaded rod, is a standard train anchor, as marketed, inter alia, under the brand "Dywidag".
  • the tension anchor 37 has a substantially circular cross-section.
  • the train anchor 37 is solid made of solid material, especially steel.
  • the pull anchor 37 is not just a sheet steel or steel pipe.
  • the tension anchor 37 has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm.
  • On the outside, a coarse external thread 38 is provided on the outside.
  • flats 39 are provided so that the train anchor 37 can be grasped 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-armature 37 are transferable.
  • the train anchor 37 differs significantly from a steel cable.
  • the draw anchor 37 does not have the problem of sagging and the rope must be pretensioned.
  • the tensile anchor has a typical tensile strength of about 500-600 N / mm 2 .
  • such strength is selected for the pull anchor 37 to ensure the best combination of tensile and compressive strength and flexibility. Higher strengths of more than 900 N / mm 2 could be prone to crack under sudden impact load without plastic deformation by constriction.
  • the breaking value of train anchor 37 on train is between 100 and 1200 kN, in particular 150 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 37 are connected by connecting nuts, not shown, with a matching to the external thread 38 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 Figs. 2 and 3 with the associated description, referenced.
  • an additional stabilizing tie-arm 40 which may be designed as well as the train anchor 37.
  • the stabilization train anchor 40 the stability of the guardrail 11 in the front area can be greatly increased.
  • the addition of one or more stabilizing tension armatures 40 is not required.
  • the train anchor 37 is first connected to the each adjacent in the direction of 2 train anchors, as described above, via connecting nuts. It thus forms an endless train anchor.
  • each support 4 of the train anchor is guided by a sleeve 34 and thus secured via the cross member 7 to the corresponding support 4. If it now comes to the impact of a motor vehicle on the guardrail 11, the guard rail 11 there and the adjacent supports 4 are pressed against the direction 8 to the rear. Frequently, this leads to a tearing of the connection between the cross member 7 and the associated support 4 at the point, which without the present invention would lead to a considerable destabilization of the traffic guidance device 1 in this area.
  • the guardrail Upon impact, the guardrail is pivoted substantially about the axis of rotation of the train-armature 37 upwards.
  • the angle b occurring in this case at the end of the deformation can be, for example, between 95 ° to 180 °, in particular 110 ° to 150 °, whereby this is only rough Estimates are.
  • the cross member 7 behaves during the impact thus approximately as if it were pivotally hinged to the train anchor 37, wherein a completely free pivoting of the cross member after the breaking of the screws 30 is prevented by the fact that the guardrail 11 also a quasi-endless belt represents and is kept stable in the non-impact affected areas, which counteracts the folding.
  • the screws 30 do not break, but buckle the supports 4.
  • the angle b changes only slightly. The pivoting of the guardrail 11 takes place nevertheless.
  • the pull anchor 37 is slightly deformed in the region of the rear impact, whereby a wedging of the tension anchor in the adjacent sleeves 34 occurs.
  • the external thread 38 is formed after wedging in the sleeves 34 an automatic locking, so that the train anchor 37 in the sleeves 34 can not be moved freely.
  • the tension anchor 37 may be advantageous to lower the tension anchor 37 lower than shown in FIG. 2, for example at the level of the lower support web 13 on the cross member 7.
  • the tab 32 has a further lower bore.
  • the axis of rotation can be laid down, which may be useful depending on the type of expected impact and the relative height of the vehicle and crash barrier.
  • existing traffic control devices are upgraded by the present invention and much higher retention capabilities and smaller deflections can be achieved. Retrofitting is only associated with low costs.
  • the tension anchor 37 only has to be screwed on the rear of the already existing cross member 7.
  • the structure of the traffic-guiding device 1 a corresponds to that of the traffic-guiding device 1 according to the first embodiment.
  • the rear pull anchor 37 and the front stabilization pull anchor 40 are interconnected by transverse anchors 42.
  • the transverse anchors 42 have a central rod 43, which in principle is the same type of tensile anchor or threaded rod as described above. At the ends of the rod 43 has two tubular sleeves 44 which are welded to the ends of the rod 43.
  • the ends of the rod 43 are formed according to the outer shape of the sleeve 44 in order to improve the stability of the connection between sleeve 44 and rod 43.
  • the sleeves 44 are pushed onto the pull anchors 37 and 40, respectively, so that the respective transverse armature 42 connects the pull anchors 37 and 40 in the transverse direction 8.
  • a transverse armature 42 are provided at regular intervals. These are fixed via grub screws 45 in the sleeves 44 on the train anchors 37 and 40 respectively.
  • the transverse anchors 42 are arranged over the length of the traffic-guiding device 1 a at regular intervals, for example every two meters, three meters or four meters.
  • the stability of the traffic-guiding device 1 a against a collision against the direction 8 is greatly increased.
  • the train anchors 37 and 40 do not bend individually upon impact of a motor vehicle, but remain stiff. This is a similar phenomenon that accounts for the stiffness of a double-T carrier over two flat carriers arranged one behind the other.
  • the stability of the traffic guidance device 1a is particularly increased when the train anchors 37 and 40 connected by the transverse anchor 42 in the transverse direction 8, d. H. perpendicular to the lane direction 2, are offset, d. H. from the perspective of an impacting vehicle are arranged one behind the other. In this case, it is not necessary for the pull anchors 37 and 40 to be arranged at the same height.
  • the typical post distance of 1.33 m to 2.50 m can be increased to over 4 m in conventional systems, without reducing the stability of the traffic guidance device 1a against impact. This results in a weight and thus material savings of 30% to 40%.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Traffic Control Systems (AREA)

Abstract

The barrier (1) is fitted with a front rail (11) pointing towards the road and provided with a longitudinally positioned central groove (18,41). The rail (11) is attached to a transversal element (7) joined to the upper end of a vertical column (4) and provided with a sleeve at the rear edge. A first strong tie rod with two flat sections along its threaded surface is guided through the sleeves located at the transversal elements (7). A second tie rod is accommodated inside the groove (18,41) at the front rail (11).

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 30 Jahren entwickelt und stößt zwischenzeitlich durch höhere Geschwindigkeiten, andere Fahrzeughöhen und andere -gewichte in ihre Grenzen bezüglich der Rückhaltefähigkeit.Much of the traffic guidance equipment on German roads was developed over 30 years ago, and in the meantime pushes through 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 Anspruches 1 gelöst. Der Kern der Erfindung besteht darin, bei einer Verkehrs-Leit-Einrichtung, bei der eine Leitplanke über einen horizontalen Querträger an einer vertikalen Stütze befestigt ist, im Bereich der Befestigung des Querträgers an der vertikalen Stütze zusätzlich einen parallel zur Leitplanke verlaufenden Zug-Anker vorzusehen. Der Zug-Anker sollte vorzugsweise am Bereich der Befestigung des Querträgers an der Stütze angeordnet sein. Der Zug-Anker fungiert bei einem Aufprall als Gelenk, so dass der Querträger im Bereich seines vorderen Endes zusammen mit der Leitplanke nach oben geschwenkt wird und sich hierdurch die effektive Höhe der Leitplanke erhöht. Auf diese Weise wird die Gefahr reduziert, dass die Leitplanke bei einem Aufprall, insbesondere durch höhere Fahrzeuge, überfahren wird.The object is solved by the features of claim 1. The essence of the invention is to provide in a traffic-guiding device in which a guardrail is attached via a horizontal cross member to a vertical support, in the region of attachment of the cross member to the vertical support additionally extending parallel to the guardrail train anchor , The tension anchor should preferably be arranged at the region of attachment of the cross member to the support. The train anchor acts as a joint in an impact, so that the cross member is pivoted in the region of its front end together with the guard rail up and thereby increases the effective height of the guardrail. In this way, the risk is reduced that the guardrail in an impact, especially by higher vehicles, is run over.

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 der Erfindung ergeben sich aus der Beschreibung mehrere Ausführungsbeispiele anhand der Zeichnung. Es zeigen

Fig. 1
eine perspektivische Ansicht von hinten einer erfindungsgemäßen Verkehrs-Leit-Einrichtung gemäß einem ersten Ausführungsbeispiel,
Fig. 2
eine erste Ausschnittvergrößerung der Verkehrs-Leit-Einrichtung gemäß Fig. 1,
Fig. 3
eine zweite Ausschnittvergrößerung der Verkehrs-Leit-Einrichtung gemäß Fig. 1,
Fig. 4
eine Ansicht gemäß Fig. 1 einer Verkehrs-Leit-Einrichtung gemäß einem zweiten Ausführungsbeispiel und
Fig. 5
einen Querschnitt der Verkehrs-Leit-Einrichtung gemäß Fig. 4.
Additional features and details of the invention will become apparent from the description of several embodiments with reference to the drawings. Show it
Fig. 1
a perspective view from the rear of a traffic-guiding device according to the invention according to a first embodiment,
Fig. 2
1 is a first detail enlargement of the traffic guidance device according to FIG. 1,
Fig. 3
2 shows a second detail enlargement of the traffic guidance device according to FIG. 1,
Fig. 4
a view of FIG. 1 a traffic-guiding device according to a second embodiment and
Fig. 5
a cross section of the traffic-guiding device according to FIG. 4.

Im Folgenden wird unter Bezugnahme auf die Fig. 1 bis 3 ein erstes Ausführungsbeispiel der Erfindung beschrieben. Eine Verkehrs-Leit-Einrichtung 1 ist 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. Ferner kann die Verkehrs-Leit-Einrichtung 1 auch zwischen Fahrbahnen mit Gegenverkehr angeordnet sein. Die Verkehrs-Leit-Einrichtung 1 erstreckt sich entlang einer Fahrbahn-Richtung 2 und besitzt bis auf nicht näher dargestellte VerbindungsStellen 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 ist die Verkehrs-Leit-Einrichtung so ausgestaltet, dass auf beiden Seiten Leitplanken angeordnet sind. Bei der Verkehrs-Leit-Einrichtung 1 handelt es sich insbesondere um eine bei deutschen Autobahnen standardmäßig verwendete Leitplanke, die als Einfache-Distanz-Schutz-Planke, abgekürzt EDSP, bezeichnet wird. Diese Bezeichnung wird unter anderem von der Gütegemeinschaft Stahlschutzplanken e.V., Spandauer Straße 25, D-57072 Siegen verwendet, insbesondere mit der weiteren Bezeichnung RAL-RG 620, der Sammlung der in Deutschland verwendeten und geprüften Rückhaltesysteme und Komponenten.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, to prevent vehicles coming off the road from passing over the edge of the roadway. This is especially important on bridges, especially on motorway bridges. Furthermore, the traffic guidance facility 1 also be arranged between roads with oncoming traffic. The traffic guidance device 1 extends along a roadway direction 2 and, except for connecting points not shown substantially along the direction 2, has the same cross section. 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, the traffic guidance device is designed so that guardrails are arranged on both sides. The traffic guidance device 1 is, in particular, a guard rail used by default in German motorways, which is referred to as a simple distance protection barrier, abbreviated EDSP. This designation is used among other things by the Gütegemeinschaft steel protection planks registered association, Spandauer road 25, D-57072 Siegen, in particular with the further designation RAL RG 620, the collection of the restraint systems and components used and tested in Germany.

Die Einrichtung 1 weist in regelmäßigen Abständen angeordnete, mit dem Boden 3 verbundene, vertikal verlaufende Stützen 4 auf. Die Stützen 4 können ein beliebiges Profil besitzen, insbesondere ein T-Profil, U-Profil, W-Profil oder E-Profil. Im vorliegenden Fall ist ein E-Profil (Sigma-Profil) dargestellt. Die Stützen 4 weisen jeweils an ihrem unteren Ende eine mit ihnen fest verbundene Bodenplatte 5 auf, die über Anker bzw. Schrauben 6 mit dem Boden 3 verbunden ist. Bei dem Boden 3 kann es sich um Beton oder Asphalt handeln. Entsprechend handelt es sich bei den Schrauben 6 um Betonschrauben oder Asphaltschrauben. Die Stützen 4 können auch ohne die Bodenplatten 5 ausgebildet und dann direkt in das Erdreich gerammt sein.The device 1 has arranged at regular intervals, connected to the bottom 3, vertically extending supports 4. The supports 4 may have any profile, in particular a T-profile, U-profile, W-profile or E-profile. In the present case, an E-profile (Sigma profile) is shown. The supports 4 each have at their lower end a firmly connected to them base plate 5, which is connected via anchors or screws 6 to the bottom 3. The floor 3 may be concrete or asphalt. Accordingly, the screws 6 are concrete screws or asphalt screws. The supports 4 can also be formed without the bottom plates 5 and then rammed directly into the ground.

An dem oberen Ende der Stützen 4 ist jeweils ein horizontal verlaufender Querträger 7 befestigt, der sich entlang einer senkrecht zur Richtung 2 verlaufenden, auf die Fahrbahn 2 zuweisenden, horizontalen Transversal-Richtung 8 erstreckt. Das entgegen der Richtung 8 liegende Ende des Querträgers 7 wird als hinteres Ende 9 und das in Richtung 8 liegende Ende als vorderes Ende 10 bezeichnet. Am vorderen Ende 10 des Querträgers 7 ist eine Standard-Leitplanke 11 befestigt, die sich entlang der Richtung 2 erstreckt.At the upper end of the supports 4 are each a horizontally extending cross member 7 is fixed, which extends along a direction perpendicular to the direction 2, pointing to the roadway 2, horizontal transverse direction 8. The opposite end 8 of the cross member 7 is referred to as the rear end 9 and the end lying in the direction 8 as a front end 10. At the front end 10 of the cross member 7, a standard guard rail 11 is fixed, which extends along the direction 2.

Der Querträger 7 ist aus gebogenem Stahlblech einteilig hergestellt. Er weist an seinem oberen Rand einen einen U-förmigen Querschnitt aufweisenden, einteilig mit dem Querträger 7 ausgebildeten, oberen Stütz-Steg 12 auf. Am unteren Rand befindet sich ein schwacher ausgebildeter, unterer Stütz-Steg 13, welcher nicht ganz am unteren Teil der Leitplanke 11 anliegt und ein Hochschwenken des Querträgers 7 bei einem Aufprall unterstützt. Zwischen den Stegen 12 und 13 befindet sich eine im Wesentlichen planare Platte 14. Entlang der Richtung 8 stehen der obere Stütz-Steg 12 sowie der untere Stütz-Steg 13 gegenüber der Platte 14 hervor, wobei in diesem Bereich der untere Stütz-Steg 13 schwacher ausgebildet ist als der obere Stütz-Steg 12. Die freien Enden der Stütz-Stege 12 und 13 liegen an der Innenseite der Leitplanke 11 an.The cross member 7 is made of bent sheet steel in one piece. He has at its upper edge a U-shaped cross-section, integrally formed with the cross member 7, upper support web 12. At the bottom there is a weak trained, lower support web 13, which is not quite applied to the lower part of the guard rail 11 and supports a pivoting up of the cross member 7 in an impact. Between the webs 12 and 13 is a substantially planar plate 14. Along the direction 8 are the upper support web 12 and the lower support web 13 with respect to the plate 14, wherein in this area the lower support web 13 weaker is formed as the upper support web 12. The free ends of the support webs 12 and 13 are located on the inside of the guardrail 11 at.

Die Leitplanke 11 ist einteilig ausgebildet und aus Stahlblech geformt. Sie weist im montierten Zustand von oben nach unten beschrieben einen von der Fahrbahn weg entgegen der Richtung 8 weisenden Steg 15, eine sich nach unten anschließende, im Wesentlichen vertikal verlaufende obere Bande 16, eine von der Bande 16 nach hinten zurückspringende obere Flanke 17, einen sich daran anschließenden, im Wesentlichen vertikal verlaufenden Nutboden 18, eine schräg nach hinten springende untere Flanke 19, eine sich daran anschließende, vertikal verlaufende untere Bande 20 sowie einen schräg nach hinten zurückspringenden unteren Steg 21 auf. Diese verschiedenen Abschnitte der Leitplanke 11 begrenzen mehrere Vertiefungen. Die Flanken 17 und 19 begrenzen zusammen mit dem Nutboden 18 die zur Fahrbahn hin offene Längsnut 22. Auf der der Fahrbahn abgewandten Seite, d. h. entgegen der Richtung 8, sind zwei Vertiefungen 41 gebildet, einerseits durch den oberen Steg 15, die obere Bande 16 und die obere Flanke 17 und andererseits durch die untere Flanke 19, die untere Bande 20 und den unteren Steg 21. Das vordere Ende des Stütz-Steges 12 liegt an der hinteren Seite der oberen Bande 16 an. Das vordere Ende des unteren Stütz-Stegs 13 liegt an der hinteren Seite der unteren Bande 20 an. Im Bereich des in Richtung 8 liegenden vorderen Endes der Platte 14 ist eine sich senkrecht zur Richtung 8 erstreckende, einteilig mit der Platte 14 ausgebildete Lasche 23 vorgesehen, durch die die Leitplanke 11 im Bereich des Nutbodens 8 mit einer Schraube 24 angeschraubt ist.The guardrail 11 is integrally formed and formed of sheet steel. It has in the mounted state from top to bottom described away from the roadway against the direction 8 facing web 15, a downwardly adjoining, substantially vertically extending upper band 16, one of the band 16 to the rear receding upper edge 17, a adjoining, substantially vertically extending groove bottom 18, an obliquely backward lower flank 19, an adjoining, vertically extending lower band 20 and an obliquely rearwardly projecting lower web 21. These different sections of guardrail 11 delimit several depressions. On the side facing away from the roadway, ie opposite to the direction 8, two recesses 41 are formed, on the one hand by the upper web 15, the upper band 16 and the upper flank 17 and on the other hand by the lower edge 19, the lower band 20 and the lower web 21. The front end of the support bar 12 abuts against the rear side of the upper band 16. The front end of the lower support rib 13 abuts against the rear side of the lower band 20. In the area of the lying in the direction 8 front end of the plate 14 is a perpendicular to the direction 8 extending, integrally formed with the plate 14 tab 23 is provided, through which the guard rail 11 is screwed in the region of the groove bottom 8 with a screw 24.

Die Stützen 4 weisen, wie erwähnt, ein E-förmiges Profil mit im Wesentlichen parallel zueinander verlaufenden, äußeren Schenkeln 25 auf, die über zwei innere Schenkel 26 miteinander verbunden sind. Die Stützen 4 sind einteilig aus Stahlblech geformt. Der Querträger 7 ist im Bereich seines hinteren Endes über eine Klammer 27 mit der Stütze 4 verbunden. Die Klammer 27 weist eine Grundplatte 28 mit zwei davon senkrecht abstehenden Backen 29 auf. Die Grundplatte 28 ist über drei Schrauben 30, die vorzugsweise auf den Ecken eines gleichseitigen Dreiecks angeordnet sind, mit der Platte 14 verschraubt. Die Backen 29 der Klammer 27 umgreifen die äußeren Schenkel 25. Die Backen 29 sind ferner über Schrauben 31 mit den äußeren Schenkeln 25 verschraubt. Vom hinteren Ende der Platte 14 steht senkrecht zu dieser eine Lasche 32 hervor. Diese ist durch ein L-Profil 33 stabilisiert, das über eine der Schrauben 30 an der Platte 14 befestigt ist. An der Lasche 32 ist eine entgegen der Richtung 8 vorstehende Hülse 34 mit einer horizontal verlaufenden Durchgangsöffnung 35 befestigt. Die Hülse 34 ist über eine Mutter 36 an der Lasche 32 angeschraubt. Durch die Hülse 34 ist ein Zug-Anker 37 geführt.The supports 4 have, as mentioned, an E-shaped profile with substantially parallel to each other, outer legs 25, which are connected to each other via two inner legs 26. The supports 4 are integrally formed from sheet steel. The cross member 7 is connected in the region of its rear end via a bracket 27 with the support 4. The bracket 27 has a base plate 28 with two perpendicularly projecting jaws 29. The base plate 28 is screwed to the plate 14 via three screws 30, which are preferably arranged on the corners of an equilateral triangle. The jaws 29 of the bracket 27 engage around the outer legs 25. The jaws 29 are further screwed by screws 31 to the outer legs 25. From the rear end of the plate 14 is perpendicular to this a tab 32 protrudes. This is stabilized by an L-profile 33, which is fastened via one of the screws 30 to the plate 14 is. On the tab 32, a protruding counter to the direction of 8 sleeve 34 is attached to a horizontally extending passage opening 35. The sleeve 34 is screwed by a nut 36 to the tab 32. Through the sleeve 34 a train anchor 37 is guided.

Bei dem auch als Gewindestab bezeichneten Zug-Anker 37 handelt es sich um einen Standard-Zug-Anker, wie er unter anderem unter der Marke "Dywidag" auf dem Markt ist. Der Zug-Anker 37 weist im Wesentlichen einen kreisförmigen Querschnitt auf. Der Zug-Anker 37 ist massiv aus vollem Material, insbesondere Stahl ausgebildet. Insbesondere ist der Zug-Anker 37 nicht nur ein Stahlblech oder Stahlrohr. Der Zug-Anker 37 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 AußenGewinde 38 vorgesehen. Auf gegenüberliegenden Seiten des Zug-Ankers 37 sind Abflachungen 39 vorgesehen, damit der Zug-Anker 37 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 37 übertragbar sind. Insofern unterscheidet sich der Zug-Anker 37 wesentlich von einem Stahlseil. Darüber hinaus besteht beim Zug-Anker 37 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 37 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 neigen, ohne dass eine plastische Deformation durch Einschnüren stattfindet. Ein Einsatz höherer Festigkeiten ist jedoch in Einzelfällen denkbar. Der Bruchwert der Zug-Anker 37 auf Zug liegt zwischen 100 und 1200 kN, insbesondere 150 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 37 sind durch nicht dargestellte Verbindungsmuttern mit einem zu dem Außengewinde 38 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 train anchor 37, also referred to as a threaded rod, is a standard train anchor, as marketed, inter alia, under the brand "Dywidag". The tension anchor 37 has a substantially circular cross-section. The train anchor 37 is solid made of solid material, especially steel. In particular, the pull anchor 37 is not just a sheet steel or steel pipe. The tension anchor 37 has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm. On the outside, a coarse external thread 38 is provided. On opposite sides of the tension anchor 37 flats 39 are provided so that the train anchor 37 can be grasped 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-armature 37 are transferable. In this respect, the train anchor 37 differs significantly from a steel cable. Moreover, unlike a steel cable, the draw anchor 37 does not have the problem of sagging and the rope must be pretensioned. The tensile anchor has a typical tensile strength of about 500-600 N / mm 2 . Preferably, such strength is selected for the pull anchor 37 to ensure the best combination of tensile and compressive strength and flexibility. Higher strengths of more than 900 N / mm 2 could be prone to crack under sudden impact load without plastic deformation by constriction. However, the use of higher strengths is conceivable in individual cases. The breaking value of train anchor 37 on train is between 100 and 1200 kN, in particular 150 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 37 are connected by connecting nuts, not shown, with a matching to the external thread 38 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 Figs. 2 and 3 with the associated description, referenced.

Zusätzlich ist es möglich, in einer der Vertiefungen 22, 41 der Leitplanke 11, insbesondere in der oberen Vertiefung 41 einen zusätzlichen Stabilisierungs-Zug-Anker 40 vorzusehen, der genauso ausgebildet sein kann wie der Zug-Anker 37. Hinsichtlich der Details der Befestigung des Stabilisierungs-Zug-Ankers 40 wird auf die DE 10 2006 001 980.6 vom 13.01.2006 , dort die Fig. 4 und 5 sowie die zugehörige Beschreibung verwiesen. Durch den Stabilisierungs-Zug-Anker 40 kann die Stabilität der Leitplanke 11 im vorderen Bereich stark erhöht werden. Für die vorliegende Erfindung ist die Hinzufügung eines oder mehrerer Stabilisierungs-Zug-Ankers 40 jedoch nicht erforderlich. Darüber hinaus ist es möglich, zusätzlich zu den bereits vorhandenen Stützen 4 besonders stabile Extra-Stützen anzuordnen, die zu einer Stabilisierung des Zug-Ankers 37 beitragen können. Darüber hinaus ist es möglich, auf den Zug-Anker 37 Muttern von beiden Seiten jeder Stütze 4 aufzuschrauben, so dass der Zug-Anker 37 relativ zu den Stützen 4 fixiert ist.In addition, it is possible to provide in one of the recesses 22, 41 of the guardrail 11, in particular in the upper recess 41, an additional stabilizing tie-arm 40, which may be designed as well as the train anchor 37. Regarding the details of the attachment of the Stabilization train anchor 40 is on the DE 10 2006 001 980.6 dated 13.01.2006 , There Figs. 4 and 5 and the associated description referenced. By the stabilization train anchor 40, the stability of the guardrail 11 in the front area can be greatly increased. However, for the purposes of the present invention, the addition of one or more stabilizing tension armatures 40 is not required. In addition, it is possible to arrange in addition to the already existing supports 4 particularly stable extra supports, which can contribute to a stabilization of the train-armature 37. Moreover, it is possible to screw on the pull anchor 37 nuts from both sides of each support 4, so that the pull anchor 37 is fixed relative to the supports 4.

Im Folgenden wird das Verhalten der Verkehrs-Leit-Einrichtung 1 beschrieben, wobei auf die zusätzliche Stabilisierung durch den Stabilisierungs-Zug-Anker 40 nicht eingegangen wird. Der Zug-Anker 37 ist zunächst mit den jeweils in Richtung 2 angrenzenden Zug-Ankern, wie oben beschrieben, über Verbindungsmuttern verbunden. Er bildet somit gleichsam einen endlosen Zug-Anker. An jeder Stütze 4 ist der Zug-Anker durch eine Hülse 34 geführt und somit über den Querträger 7 an der entsprechenden Stütze 4 befestigt. Kommt es nun zu dem Aufprall eines Kraftfahrzeugs auf die Leitplanke 11, so werden die Leitplanke 11 dort sowie die benachbarten Stützen 4 entgegen der Richtung 8 nach hinten gedrückt. Häufig kommt es hierbei an der Stelle zu einem Abreißen der Verbindung zwischen dem Querträger 7 und der zugeordneten Stütze 4, was ohne die vorliegende Erfindung zu einer erheblichen Destabilisierung der Verkehrs-Leit-Einrichtung 1 in diesem Bereich führen würde. Hier setzt die Funktion des als Gelenkachse wirkenden Zug-Ankers 37 ein, der durch seine Befestigung über den Querträger 7 an zahlreichen Stützen 4 eine in gewissem Umfang ortsfeste Drehachse definiert. Reißt die Verbindung zwischen dem Querträger 7 und der Stütze 4 oder kommt es auch nur zu einer starken Deformation, so wird der Querträger 7 mit seinem vorderen Ende 10 nach oben verschwenkt, d. h. der Winkel b zwischen dem Querträger 7 und der Stütze 4, der im Ausgangszustand 90° beträgt, erhöht sich auf einen Wert > 90°, wodurch sich die Höhe der Leitplanke 11, insbesondere des oberen Randes der Leitplanke 11, gegenüber dem Boden erhöht. Dies hat den Vorteil, dass die Gefahr, dass das aufprallende Fahrzeug, insbesondere im Fall eines Busses oder eines Lastwagens, die Verkehrs-Leit-Einrichtung 1 überfährt, reduziert wird. Beim Aufprall wird die Leitplanke im Wesentlichen um die Drehachse des Zug-Ankers 37 nach oben verschwenkt. Der hierbei am Ende der Verformung auftretende Winkel b kann beispielsweise zwischen 95° bis 180°, insbesondere 110° bis 150° liegen, wobei dies nur grobe Schätzungen sind. Der Querträger 7 verhält sich während des Aufpralls somit annähernd so, als wäre er an dem Zug-Anker 37 verschwenkbar angelenkt, wobei ein vollkommen freies Hochschwenken des Querträgers nach dem Brechen der Schrauben 30 dadurch verhindert wird, dass die Leitplanke 11 ebenfalls ein quasi endloses Band darstellt und in den nicht durch den Aufprall beeinträchtigten Bereichen unverändert stabil gehalten ist, was dem Hochklappen entgegenwirkt. Darüber hinaus ist es möglich, dass die Schrauben 30 nicht brechen, sondern die Stützen 4 einknicken. In diesem Fall ändert sich der Winkel b nur geringfügiger. Das Hochschwenken der Leitplanke 11 findet dennoch statt.In the following, the behavior of the traffic guidance device 1 will be described, wherein the additional stabilization by the stabilization train anchor 40 is not discussed. The train anchor 37 is first connected to the each adjacent in the direction of 2 train anchors, as described above, via connecting nuts. It thus forms an endless train anchor. At each support 4 of the train anchor is guided by a sleeve 34 and thus secured via the cross member 7 to the corresponding support 4. If it now comes to the impact of a motor vehicle on the guardrail 11, the guard rail 11 there and the adjacent supports 4 are pressed against the direction 8 to the rear. Frequently, this leads to a tearing of the connection between the cross member 7 and the associated support 4 at the point, which without the present invention would lead to a considerable destabilization of the traffic guidance device 1 in this area. This is where the function of acting as a hinge axis tension anchor 37, which defines by its attachment over the cross member 7 at numerous supports 4 a certain extent stationary axis of rotation. Tear the connection between the cross member 7 and the support 4 or it comes only to a strong deformation, the cross member 7 is pivoted with its front end 10 upwards, ie the angle b between the cross member 7 and the support 4, in the Initial state is 90 °, increases to a value> 90 °, whereby the height of the guardrail 11, in particular of the upper edge of the guardrail 11, increases relative to the ground. This has the advantage that the risk that the impacting vehicle, especially in the case of a bus or a truck, the traffic control device 1 passes over, is reduced. Upon impact, the guardrail is pivoted substantially about the axis of rotation of the train-armature 37 upwards. The angle b occurring in this case at the end of the deformation can be, for example, between 95 ° to 180 °, in particular 110 ° to 150 °, whereby this is only rough Estimates are. The cross member 7 behaves during the impact thus approximately as if it were pivotally hinged to the train anchor 37, wherein a completely free pivoting of the cross member after the breaking of the screws 30 is prevented by the fact that the guardrail 11 also a quasi-endless belt represents and is kept stable in the non-impact affected areas, which counteracts the folding. In addition, it is possible that the screws 30 do not break, but buckle the supports 4. In this case, the angle b changes only slightly. The pivoting of the guardrail 11 takes place nevertheless.

Bei dem Aufprall wird der Zug-Anker 37 im Bereich des Aufpralls nach hinten leicht deformiert, wodurch eine Verkeilung des Zug-Ankers in den benachbarten Hülsen 34 auftritt. Durch das Außengewinde 38 entsteht nach dem Verkeilen in den Hülsen 34 eine automatische Arretierung, so dass der Zug-Anker 37 in den Hülsen 34 nicht frei verschoben werden kann.In the impact, the pull anchor 37 is slightly deformed in the region of the rear impact, whereby a wedging of the tension anchor in the adjacent sleeves 34 occurs. By the external thread 38 is formed after wedging in the sleeves 34 an automatic locking, so that the train anchor 37 in the sleeves 34 can not be moved freely.

Es kann von Vorteil sein, den Zug-Anker 37 niedriger als in Fig. 2 dargestellt, beispielsweise in Höhe des unteren Stütz-Steges 13 am Querträger 7 zu befestigen. In diesem Fall weist die Lasche 32 eine weitere untere Bohrung auf. Hierdurch kann die Drehachse nach unten verlegt werden, was je nach Art des zu erwartenden Aufpralls und der Relativhöhe von Fahrzeug und Leitplanke sinnvoll sein kann. Vorteilhaft ist, dass durch die vorliegende Erfindung bestehende Verkehrs-Leit-Einrichtungen aufgerüstet werden und sehr viel höhere Rückhaltefähigkeiten sowie kleinere Durchbiegungen erzielt werden können. Die Nachrüstung ist nur mit geringen Kosten verbunden. Der Zug-Anker 37 muss nur hinten an dem bereits existierenden Querträger 7 angeschraubt werden. Dasselbe gilt für die optionale Ergänzung der Verkehrs-Leit-Einrichtung durch den Stabilisierungs-Zug-Anker 40. Es ist möglich, Verkehrs-Leit-Einrichtungen 1 herkömmlicher Art nur im Bereich besonderer Gefahrenstellen mit Zug-Ankern nachzurüsten. Zur Erhöhung der Korrosionsbeständigkeit können die Leitplanke und/oder die Zug-Anker verzinkt sein.It may be advantageous to lower the tension anchor 37 lower than shown in FIG. 2, for example at the level of the lower support web 13 on the cross member 7. In this case, the tab 32 has a further lower bore. As a result, the axis of rotation can be laid down, which may be useful depending on the type of expected impact and the relative height of the vehicle and crash barrier. It is advantageous that existing traffic control devices are upgraded by the present invention and much higher retention capabilities and smaller deflections can be achieved. Retrofitting is only associated with low costs. The tension anchor 37 only has to be screwed on the rear of the already existing cross member 7. The same applies to the optional addition of the traffic guidance facility by the stabilization train anchor 40. It is possible to retrofit traffic guidance equipment 1 of a conventional type only in the area of special danger areas with train anchors. To increase the corrosion resistance, the guardrail and / or the train anchor can be galvanized.

Im Folgenden wird unter Bezugnahme auf die Fig. 4 und 5 ein zweites Ausführungsbeispiel der Erfindung beschrieben. 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 Aufbau der Verkehrs-Leit-Einrichtung 1 a entspricht dem der Verkehrs-Leit-Einrichtung 1 gemäß dem ersten Ausführungsbeispiel. Zusätzlich sind der hintere Zug-Anker 37 und der vordere Stabilisierungs-Zug-Anker 40 durch Quer-Anker 42 miteinander verbunden. Die Quer-Anker 42 weisen einen mittigen Stab 43 auf, bei dem es sich im Grundsatz um denselben Typ von Zug-Anker oder Gewindestab handelt, wie oben beschreiben. An den Enden weist der Stab 43 zwei rohrförmige Muffen 44 auf, die mit den Enden des Stabes 43 verschweißt sind. Besonders vorteilhaft ist es, wenn die Enden des Stabes 43 entsprechend der Außenform der Muffe 44 ausgebildet sind, um die Stabilität der Verbindung zwischen Muffe 44 und Stab 43 zu verbessern. Die Muffen 44 sind auf die Zug-Anker 37 bzw. 40 geschoben, sodass der jeweilige Quer-Anker 42 die Zug-Anker 37 und 40 in Transversal-Richtung 8 verbindet. Entlang der Richtung 2 der Verkehrs-Leit-Einrichtung 1 a sind in regelmäßigen Abständen Quer-Anker 42 vorgesehen. Diese sind über Madenschrauben 45 in den Muffen 44 auf den Zug-Ankern 37 bzw. 40 fixiert. Die Quer-Anker 42 sind über die Länge der Verkehrs-Leit-Einrichtung 1 a in regelmäßigen Abständen angeordnet, beispielsweise alle zwei Meter, drei Meter oder vier Meter.Hereinafter, a second embodiment of the invention will be described with reference to FIGS. 4 and 5. 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 structure of the traffic-guiding device 1 a corresponds to that of the traffic-guiding device 1 according to the first embodiment. In addition, the rear pull anchor 37 and the front stabilization pull anchor 40 are interconnected by transverse anchors 42. The transverse anchors 42 have a central rod 43, which in principle is the same type of tensile anchor or threaded rod as described above. At the ends of the rod 43 has two tubular sleeves 44 which are welded to the ends of the rod 43. It is particularly advantageous if the ends of the rod 43 are formed according to the outer shape of the sleeve 44 in order to improve the stability of the connection between sleeve 44 and rod 43. The sleeves 44 are pushed onto the pull anchors 37 and 40, respectively, so that the respective transverse armature 42 connects the pull anchors 37 and 40 in the transverse direction 8. Along the direction 2 of the traffic-guiding device 1 a transverse armature 42 are provided at regular intervals. These are fixed via grub screws 45 in the sleeves 44 on the train anchors 37 and 40 respectively. The transverse anchors 42 are arranged over the length of the traffic-guiding device 1 a at regular intervals, for example every two meters, three meters or four meters.

Durch die Verbindung des vorderen Zug-Ankers 40 mit dem hinteren Zug-Anker 37 durch zahlreiche Quer-Anker 42 wird die Stabilität der Verkehrs-Leit-Einrichtung 1 a gegenüber einem Aufprall entgegen der Richtung 8 stark erhöht. Die Zug-Anker 37 und 40 biegen sich beim Aufprall eines Kraftfahrzeuges nicht einzeln durch, sondern bleiben steif. Hierbei handelt es sich um ein ähnliches Phänomen, das die Steifigkeit eines Doppel-T-Trägers gegenüber zwei hintereinander angeordneten flachen Trägern begründet. Die Stabilität der Verkehrs-Leit-Einrichtung 1a wird besonders dann erhöht, wenn die durch den Queranker 42 verbundenen Zug-Anker 37 und 40 in Transversal-Richtung 8, d. h. senkrecht zur Fahrbahn-Richtung 2, versetzt sind, d. h. aus Sicht eines aufprallenden Fahrzeuges hintereinander angeordnet sind. Hierbei ist es nicht erforderlich, dass die Zug-Anker 37 und 40 in derselben Höhe angeordnet sind.By the connection of the front train anchor 40 with the rear train anchor 37 by numerous cross-armature 42, the stability of the traffic-guiding device 1 a against a collision against the direction 8 is greatly increased. The train anchors 37 and 40 do not bend individually upon impact of a motor vehicle, but remain stiff. This is a similar phenomenon that accounts for the stiffness of a double-T carrier over two flat carriers arranged one behind the other. The stability of the traffic guidance device 1a is particularly increased when the train anchors 37 and 40 connected by the transverse anchor 42 in the transverse direction 8, d. H. perpendicular to the lane direction 2, are offset, d. H. from the perspective of an impacting vehicle are arranged one behind the other. In this case, it is not necessary for the pull anchors 37 and 40 to be arranged at the same height.

Durch die Anbringung der Quer-Anker 42 kann der typische Pfostenabstand von 1,33 m bis 2,50 m bei herkömmlichen Systemen auf über 4 m erhöht werden, ohne dass die Stabilität der Verkehrs-Leit-Einrichtung 1a gegenüber Aufprallen reduziert wird. Hieraus ergibt sich eine Gewichtsund damit Materialersparnis von 30 % bis 40 %.By attaching the transverse anchors 42, the typical post distance of 1.33 m to 2.50 m can be increased to over 4 m in conventional systems, without reducing the stability of the traffic guidance device 1a against impact. This results in a weight and thus material savings of 30% to 40%.

Claims (13)

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 (11), b) mehrere auf der der Fahrbahn abgewandten Seite der mindestens einen Leitplanke (11) angeordnete, gegenüber dem Boden (3) abgestützte und dort befestigte Stützen (4), c) Querträger (7) zur Verbindung der mindestens einen Leitplanke (11) mit den Stützen (4), wobei jeder Querträger (7) an einer Stütze (4) und mindestens einer Leitplanke (11) befestigt ist, und d) mindestens einen, im Bereich der Befestigung des jeweiligen Querträgers (7) an den Stützen (4) angebrachten Zug-Anker (37). 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 running guardrail (11), b) a plurality of supports (4) which are arranged on the side of the at least one guardrail (11) and which are remote from the roadway and supported relative to the floor (3), c) cross member (7) for connecting the at least one guardrail (11) with the supports (4), wherein each cross member (7) on a support (4) and at least one guardrail (11) is fixed, and d) at least one, in the region of the attachment of the respective cross member (7) attached to the supports (4) train anchor (37). Verkehrs-Leit-Einrichtung gemäß Anspruch 1, dadurch gekennzeichnet, dass der mindestens eine Zug-Anker (37) am der Fahrbahn abgewandten Ende des jeweiligen Querträgers (7) angeordnet ist.Traffic guidance device according to claim 1, characterized in that the at least one train anchor (37) is arranged at the end of the roadway of the respective cross member (7). Verkehrs-Leit-Einrichtung gemäß Anspruch 1, dadurch gekennzeichnet, dass der mindestens eine Zug-Anker (37) an dem jeweiligen Querträger (7) angelenkt ist.Traffic guidance device according to claim 1, characterized in that the at least one train anchor (37) is articulated to the respective cross member (7). Verkehrs-Leit-Einrichtung gemäß Anspruch 3, dadurch gekennzeichnet, dass an dem hinteren Ende der Querträger (7) Hülsen (34) befestigt sind, durch die der mindestens eine Zug-Anker (37) geführt ist.Traffic guidance device according to claim 3, characterized in that at the rear end of the cross member (7) sleeves (34) are fixed, through which the at least one pull anchor (37) is guided. Verkehrs-Leit-Einrichtung gemäß Anspruch 4, dadurch gekennzeichnet, dass der mindestens eine Zug-Anker (37) relativ zu den Hülsen (34) verdrehbar ist.Traffic guidance device according to claim 4, characterized in that the at least one tension anchor (37) is rotatable relative to the sleeves (34). Verkehrs-Leit-Einrichtung gemäß einem der Ansprüche 3 bis 5, dadurch gekennzeichnet, dass der mindestens eine Zug-Anker (37) am hinteren unteren Ende der Querträger (7) befestigt ist.Traffic guidance device according to one of claims 3 to 5, characterized in that the at least one pull anchor (37) is attached to the rear lower end of the cross member (7). Verkehrs-Leit-Einrichtung gemäß einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die mindestens eine Leitplanke (11) mindestens eine Vertiefung (18, 41) aufweist.Traffic guidance device according to one of the preceding claims, characterized in that the at least one guardrail (11) has at least one recess (18, 41). Verkehrs-Leit-Einrichtung gemäß Anspruch 7, dadurch gekennzeichnet, dass in der mindestens einen Vertiefung (18, 41) mindestens ein Stabilisierungs-Zug-Anker (40) angeordnet ist.Traffic guidance device according to claim 7, characterized in that in the at least one recess (18, 41) at least one stabilizing tension anchor (40) is arranged. Verkehrs-Leit-Einrichtung gemäß Anspruch 8, dadurch gekennzeichnet, dass der mindestens eine Stabilisierungs-Zug-Anker (40) in einer Vertiefung (41) angeordnet ist, die sich auf der der Fahrbahn abgewandten Seite der mindestens einen Leitplanke (11) befindet.Traffic guidance device according to claim 8, characterized in that the at least one stabilization train anchor (40) is arranged in a depression (41) which is located on the side of the at least one guardrail (11) facing away from the roadway. Verkehrs-Leit-Einrichtung gemäß Anspruch 1, dadurch gekennzeichnet, dass mindestens ein zweiter, sich im Wesentlichen entlang des Randes der Fahrbahn erstreckender Zug-Anker (40) vorgesehen ist.Traffic guidance device according to claim 1, characterized in that at least a second, substantially along the edge of the roadway extending train anchor (40) is provided. Verkehrs-Leit-Einrichtung gemäß Anspruch 10, dadurch gekennzeichnet, dass der mindestens eine im Bereich der Befestigung des jeweiligen Quer-Trägers (7) an den Stützen (4) angebrachte Zug-Anker (37) mit dem zweiten Zug-Anker (40) durch mindestens einen quer zu diesen verlaufenden Quer-Anker (42) verbunden ist.Traffic guidance device according to claim 10, characterized in that the at least one in the region of the attachment of the respective cross-beam (7) to the supports (4) attached train anchor (37) is connected to the second train anchor (40) by at least one transversely extending transverse thereto transverse armature (42). Verkehrs-Leit-Einrichtung gemäß Anspruch 11, dadurch gekennzeichnet, dass entlang der Fahrbahn zahlreiche Quer-Anker (42) vorgesehen sind.Traffic guidance device according to claim 11, characterized in that along the roadway numerous transverse anchors (42) are provided. Verkehrs-Leit-Einrichtung gemäß Anspruch 12, dadurch gekennzeichnet, dass die Quer-Anker (42) aus einem Stab (43) und endseitig angebrachten Muffen (44) bestehen, die auf den Zug-Ankern (37, 40) befestigt sind.Traffic guidance device according to claim 12, characterized in that the transverse anchors (42) consist of a rod (43) and end-mounted sleeves (44) which are mounted on the train anchors (37, 40).
EP07001811A 2006-02-06 2007-01-27 Device for traffic guiding Not-in-force EP1816263B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006005583 2006-02-06
DE102006052911A DE102006052911A1 (en) 2006-02-06 2006-11-08 Traffic-guide assembly

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EP1816263A1 true EP1816263A1 (en) 2007-08-08
EP1816263B1 EP1816263B1 (en) 2010-03-10

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EP1921211A1 (en) * 2006-11-08 2008-05-14 TOGE-Dübel A. Gerhard KG Traffic guidance device
WO2011138291A1 (en) * 2010-05-04 2011-11-10 Sah Verkehrstechnik Gmbh Guard rail
WO2012139931A1 (en) 2011-04-15 2012-10-18 Stahlwerk Annahütte Max Aicher GmbH & Co. KG Traffic guidance system having reinforcement elements
WO2022078201A1 (en) * 2020-10-15 2022-04-21 余永成 Cross bar and road guardrail

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DE102009034758A1 (en) * 2009-07-25 2011-01-27 Stahlwerk Annahütte Max Aicher GmbH & Co. KG Safety barrier i.e. dual distance safety barrier, for passive protection device for road system and traffic system, has threaded bars connected together and attached to distance pieces at distance from safety barrier beam

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AT243845B (en) * 1964-02-03 1965-12-10 Oesterr Alpine Montan Road delimitation
CH419214A (en) * 1965-01-20 1966-08-31 Gysi Ag Geb Guard rail arrangement with profiled guard rails
DE1534540B1 (en) * 1966-05-28 1969-09-18 Neher Maschinenfabrik Stahl U Guardrail for roads, especially in simple design
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WO2011138291A1 (en) * 2010-05-04 2011-11-10 Sah Verkehrstechnik Gmbh Guard rail
WO2012139931A1 (en) 2011-04-15 2012-10-18 Stahlwerk Annahütte Max Aicher GmbH & Co. KG Traffic guidance system having reinforcement elements
WO2022078201A1 (en) * 2020-10-15 2022-04-21 余永成 Cross bar and road guardrail

Also Published As

Publication number Publication date
ATE460536T1 (en) 2010-03-15
EP1816263B1 (en) 2010-03-10
DE502007003048D1 (en) 2010-04-22
DE102006052911A1 (en) 2007-09-20

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