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
  • E01F15/0453—Rails of materials other than metal or concrete, e.g. wood, plastics; Rails of different materials, e.g. rubber-faced metal profiles, concrete-filled steel tubes
• • 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
  • E01F15/04—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
• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
  • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
  • E01F15/02—Continuous barriers extending along roads or between traffic lanes
  • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
  • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
  • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete
• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
  • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
  • E01F15/02—Continuous barriers extending along roads or between traffic lanes
  • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
  • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
  • E01F15/085—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using metal
• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
  • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
  • E01F15/02—Continuous barriers extending along roads or between traffic lanes
  • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
  • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
  • E01F15/086—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using plastic, rubber or synthetic materials

Definitions

• the invention relates to a safety device for traffic routes, according to the features in the preamble of claim 1.
• the stopping power of guide rails or guide walls which are usually made of steel or concrete, is dimensioned for heavy goods traffic or for the impact of trucks or cars.
• the guardrails or guide walls must therefore be produced with strength values which are so high that increased impact on the intake or seat when impacted by cars or motorcycles and, in particular, the impact of injured persons the corresponding vehicles comes.
• the separation of extremities from the guide rail followers is a frequent consequence of injury.
• the increased stopping power of the guide rails or the guide walls in collisions of cars increasingly leads to rollovers of the cars, especially after collisions with Betonleit paragraphn. In order to reduce these consequences of accidents, various measures have already been proposed.
• a traffic control element that is designed as traffic signs, guide posts or guardrail, which has at least one side an elastically deformable surface made of rubber material with any stabilizing elements made of metal.
• the traffic control element can be formed entirely of rubber material or contain stabilizing elements made of metal inside.
• the rubber material may consist of recycled waste rubber but also of a rubber alloy with added elastomers and be mixed with a recycled plastic.
• EP 1 295 993 A1 describes a protective system for posts and guide rails made of recycled rubber granulate, the rubber granulate being produced from used tires and connected by means of an adhesive.
• the corresponding protective devices are adapted to the inside of the post or the guide rail and separated by a longitudinal slot and are slipped over the posts and / or rails and thereby held.
• Al plates of shock absorbing material for securing crash barriers from a rubber-like material or silicone rubber are known.
• the corresponding plates can have chambers in their interior and can be reinforced on the side facing the guardrail, for example with a hardboard.
• the cross-section of the panels is shaped so that they can be hung over the top edge of the crash barrier and thus ensure protection against the sharp guard rail top edges.
• As a material for the plates strongly impact-absorbing materials such as Styrofoam, polyurethane foam, inflatable rubber or plastic bags or hoses with partitioned chambers proposed.
• DE 197 19 594 A1 describes a protective device which is manufactured from a multilayer fabric of at least two parallel textile webs. This multi-layer fabric is stretched for use as a protective fence between suspensions.
• DE 199 34 659 A1 describes a soundproofing device for traffic routes which are fastened to crash barriers and / or guard rail posts.
• the guide rail is surmounted by the protective sheathing plates upwards and / or downwards and is partially folded down.
• the soundproofing plate may consist of a particular fibrous granules of old tire rubber with binder. Due to the elasticity of the soundproofing panels, it is also possible that a possible impact of a vehicle against the guardrail can be damped.
• the object of the invention is achieved by the safety device according to the characterizing features of claim 1.
• the advantage here is that even with the impact of vehicles less mass than that of a truck or truck train excessive loads can be avoided or reduced.
• the protective device is connected to the stand (s) at least via an elastic spacer element, an enlarged crumple zone or an extended braking distance is created for a colliding object.
• a multi-level restraint system is provided in which both the longitudinal profile and the elastic spacer each have a certain elasticity, so that impact forces of vehicles or bodies of lesser mass can be cushioned by this, without causing massive injuries from people, for example. At the same time but also impact forces of cars or trucks with relatively high mass can be better absorbed, since the entire protection device has a much higher damping factor.
• the longitudinal profile is formed with substantially parallel to the longitudinal extension oriented reinforcing elements and the longitudinal profile comprises a band and the band forms a turnable surface of the longitudinal profile of the longitudinal profile, the advantage is achieved that thus protection devices are available, the corresponding Holding devices that are attached to a longitudinal side surface of the guide rail or baffle can be stretched.
• the band is formed by a fabric or by a braid and / or by a metal sheet, the advantage is achieved that the same robustness, the band can be made with a lower dead weight.
• the band is formed with aligned in the direction of the width of the longitudinal profile stiffening struts or these stiffening struts are formed in the band or a material for the reinforcing elements and / or the stiffening struts and / or the band comprising a group Metal wire, carbon fibers, glass fiber and fabrics or nets made therefrom is selected, as this increased strength or resilience of the tape can be achieved in an impact of an object. Due to the design, wherein one of the lane-facing surface of the band is provided with elevations or depressions, the advantage of an additionally increased sound-damping effect is achieved.
• the longitudinal profile comprises the strip and a support layer arranged thereon at least in regions, or the strip is formed by a metal sheet or the metal sheet is formed by a steel sheet
• the advantage is achieved that a protective device can be created such that which is easy to produce and yet has sufficient tensile strength and thus the necessary restraining forces for impacting objects.
• this also provides a secure support from impacting persons with a lower risk of injury.
• the support layer is arranged on the surface of the belt facing the roadway or at least one material of the support layer is selected from a group comprising rubber, rubber granulate from scrap tires, recycled materials made from plastics and foam the road zuwendbaren side additional damping of impacting objects and an additional sound-absorbing or absorbing effect of the noise generated by the vehicles can be achieved.
• the longitudinal profile is resiliently biased in a state mounted on the upright, at least in the direction of the longitudinal extension, since an improved retention effect or an earlier onset of the required restoring force is thus achieved.
• Another advantage is the development that light reflectors are attached to one of the road surface zuwendbaren surface area of the longitudinal profile, as this improved visibility in the dark and thus increased traffic safety can be achieved.
• the spacer element is concavely curved on one of the road side facing and the vertical direction, as this is an additional catching effect with respect to the vertical direction and can be prevented that an impinging body upwards but also downwards slips off and in the Result in the area of the roadway remains without being thrown behind the safety device.
• the spacing element extends over approximately the entire longitudinal extent of the longitudinal profile, the advantage is achieved that a same back-breaking effect can thus be achieved over the entire longitudinal extent.
• Another advantage is the design in which the spacer element is formed with cavities and / or chambers, as a thicker crush zone or a weight reduction can be realized with the same cost of materials.
• the spacer element is designed with reinforcing elements oriented substantially parallel to the longitudinal extent of the longitudinal profile, the advantage of increasing the strength or load capacity of the spacer elements is achieved.
• the spacer element is integrally formed on the tape, since thereby the protection device comprises fewer parts and thus simpler assembly is possible.
• At least one material of the longitudinal profile and / or a material of the spacer element is selected from a group comprising rubber, rubber granulate from scrap tires, recycled materials from plastics and foam, or that in the longitudinal profile and / or in the spacer element Rubber with a weight fraction in the range of 70% to 85%, preferably 80%, is contained or that in the longitudinal profile and / or in the spacer element, a binder having a weight fraction in the range of 10% to 25%, preferably 15% is because it allows protection devices are produced with favorable elastic properties.
• the longitudinal profile and / or the spacer element is produced by pressing and curing rubber granules mixed with binder from used tires, has the advantage that protective devices with sufficient strength are thus available.
• Another advantage is the training in which the spacer element extends approximately over the entire width of the longitudinal profile and is connected to the post, as a continuous support of the longitudinal profile in this area can be achieved and in addition a better cushioning of the protection acting forces is achievable.
• the longitudinal profile extends with its width almost over the entire height of the stanchion and ends with a small ground clearance from the roadway, as a larger impact width is created and beyond even the retention capacity can be increased.
• Figure 1 shows a guide rail with a protective device attached thereto, shown in perspective.
• FIG. 2 shows the guide rail 1 with the protective device 2 according to FIG. 1;
• FIGS. 1 and 2 shows a schematically illustrated situation upon impact of a body on the protective device according to FIGS. 1 and 2;
• FIG. 5 shows a further embodiment of a protective device on a guide rail, consisting of a band and spacer elements
• FIG. 6 shows a protective device which is fastened to guardrails
• FIG. Figure 7 shows a baffle with a protective device attached thereto, shown in perspective.
• FIG. 8 shows a further exemplary embodiment of a guide wall with a protective device designed as a longitudinal profile from a viewing direction parallel to the longitudinal extent of the guide wall;
• FIG. 9 shows a further embodiment of a guide wall with a protective device, which is designed as a hollow profile-like longitudinal profile.
• FIG. 10 shows an arrangement of a plurality of baffles with protective devices attached thereto according to FIG. 7 in plan view
• FIG. 11 shows a further embodiment of a protective device attached to a guide wall
• FIG. 12 shows a further embodiment of a guide rail with a protective device attached thereto, as shown in FIG. 5 in perspective;
• FIG. 13 shows a further embodiment of a guide rail with a protective device, according to FIG. 6;
• FIG. 14 shows a baffle with a saddle-like overhanging protection device, shown in perspective
• FIG. 15 shows a further embodiment of a saddle-shaped protective device for a guide wall, shown in section;
• FIG. 16 shows a guide wall with a saddle-shaped protective device with an upper retaining element, shown in section;
• FIG. 17 shows a protective device for a guide wall with a hinged retaining element in an upright starting position, shown in section;
• FIG. 18 shows the protective device according to FIG. 17 in a position, pivoted to the side, of the upper retaining element, cut away;
• FIG. 18 shows the protective device according to FIG. 17 in a position, pivoted to the side, of the upper retaining element, cut away;
• FIG. 19 shows a protective device for a guide rail with an upper retaining element in an upright starting position, shown in section;
• FIG. 20 shows the protective device according to FIG. 19 in a partially deflected position of the retaining element, cut away;
• Fig. 21 designed as an independent safety device for traffic routes
• FIG. 22 shows another protective device designed as an independent safety device for traffic routes in a simplified perspective view.
• Fig. 1 shows a guide rail 1 with a protective device 2 attached thereto, shown in perspective.
• the guide rail 1 is attached to two in the direction of the road staggered Leitschienenstehern 3.
• the protective device 2 is formed as a longitudinal profile 4 and comprises according to this embodiment, the band 5, which in the direction of the longitudinal extent of Guide rail 1 on one of the roadway facing longitudinal side surfaces 6 apron-like the guide rail 1 protruding over the guide rail 1 is stretched. For better clarity, however, only a portion of the band 5 is shown in Fig. 1.
• a with respect to the longitudinal extent of the protective device 2 and the band 5 vertical width 7 of the belt 5 is dimensioned so that below the belt 5, a ground clearance 8 of at least a few centimeters remains. Since it is provided that the band 5 extends over the entire longitudinal extension of the guide rail 1, it is achieved by this remaining ground clearance 8 that at least small animals can slip under the protective device 2 or the wall 5.
• the band 5 or the longitudinal profile 4 is to a large extent made of rubber, such as e.g. Rubber granulate made from used tires, which may also be made of recycled plastics.
• rubber such as e.g. Rubber granulate made from used tires, which may also be made of recycled plastics.
• reinforcing elements 9 embedded or molded. These reinforcing elements 9 are formed by fibers or wires.
• the belt is formed with stiffening struts 10 oriented in the direction of the width 7 of the longitudinal profile 4. These stiffening struts 10 may be attached to a rear side 11 of the longitudinal profile 4 facing away from the roadway.
• the stiffening struts 10 as well as the reinforcing elements 9 are formed in the band 5.
• stiffening struts 10 are preferably subjected to bending, it is advantageous to produce them from tubular thin rods.
• the aligned in the direction of the longitudinal extent of the longitudinal profile 4 reinforcing elements 9 and the perpendicular thereto aligned reinforcing struts 10 are connected to a fabric or network with each other.
• ground clearance 8 By remaining below the belt 5 ground clearance 8, it can also be avoided that it comes to the passing of snow removal vehicles damage to the guards 2, since the band 5 is thus flexible in its lower part and can be pushed away by the snow removal at least slightly. By but the remaining ground clearance 8 is also ensured that in the case of very heavy rainfall no obstruction of the required water flow through the protection device 2 comes.
• FIG. 2 shows the guide rail 1 with the protective device 2 according to FIG. 1.
• the band 5 or longitudinal profile 4 is attached to the guide rail 1 and covers like a curtain the longitudinal side surface 6 of the guide rail 1 and the largest part of the Leitschienensteher 3 except the area of the ground clearance 8.
• the band 5 is at least at an upper edge 12 of the guide rail 1 attached.
• the band 5 is formed in an upper edge zone 13 with an edge profile 14 extending in the longitudinal direction of the band 5.
• the upper strip or the upper edge zone 13 of the band 5, the upper edge 12 of the guide rail 1 comprise a clip and thus forms the edge zone 13 of the belt 5 thus a holding device.
• this holding device or attachment in the region of the edge zone 13 of the band 5 of course, further holding devices can be provided on the guide rail 1.
• Fig. 3 shows in a diagrammatic manner the situation when a body 15 strikes the protective device 2.
• the body 15 may be, for example, an injured person striking the belt 5 from a direction 16 with a flat angle of incidence.
• the band 5 is first deformed transversely to its longitudinal extent, as a result of which an internal stress state and thus a corresponding opposing force build up, which leads to the body 15 being deflected and subsequently along a curved trajectory 17 of FIG the guide rail 1 (Fig. 1, 2) away in the direction of the roadway is deflected.
• both the reinforcing elements 9 and the reinforcing struts 10 (FIG.
• the structure of the necessary to retain the body 15 counterforce is additionally increased by the fact that the tape 5 and longitudinal profile 4 is biased in the mounted on the guide rail state at least in the direction of the longitudinal extent of the belt 5 resiliently, ie during assembly is the Volume 5 put under tension and mounted on the guide rail 1.
• the protection device 2 can thus be prevented that the body 15 of the injured person slips under the guide rail 1 and possibly butt against the guide rail 3 and contracting massive injuries.
• Width 7 of the band 5 or the remaining ground clearance 8 should also be taken into account that not only the torso of the body 15 of the injured person but also extremities not below the band 5 in the area of the ground distance 8 between ground and Volume 5 can slip through. As a result, in particular in accidents involving motorcycle handlebars, tangling can be prevented, which often leads to the heaviest injuries.
• FIG. 4 shows a further exemplary embodiment of a protective device 2 fastened to a guide rail 1.
• the protective device 2 also comprises a spacer element 18, which is arranged in the region below the guide rail 1 between the guide rails 3 and the band 5 of the protective device 2.
• This spacer 18 is as well as the band 5 made of a material of high elasticity. Preference is given to rubber granules from scrap tires or recycled materials made of plastics or foam waste used.
• the spacer elements 18 are when the point of impact of the body 15 is in the vicinity of the Leitschienensteher 3.
• the spacer elements 18 can be subsequently attached to the Leitschienenstehern 3 or the band 5 of the longitudinal profile 4, but they can also be formed in the manufacture of the longitudinal profile 4 in the pre-fined by the corresponding guide rail system distances the Leitschienensteher 3 to the band 5.
• These spacer elements 18 preferably also form a holding device for fastening the protective device 2 or the longitudinal profile 4 to the guide rail 1 or to the guide rail stanchions 3.
• 5 shows a further exemplary embodiment of a protective device 2 on a guide rail 1, consisting of a band 5 and spacer elements 18th
• a further spacer element 19 is formed.
• the spacing element 19 is designed to be continuous in the direction of the longitudinal extension of the guide rail 1 or of the longitudinal profile 4, i.
• the spacer element 19 extends approximately over the entire longitudinal extent of the protective device 2.
• this spacer element 19 an additional damping effect of the longitudinal profile 4 or the protective device 2 in the height range corresponding to the guide rail 1 is achieved in the event of a collision from a lateral direction.
• this is preferably formed with reinforcing elements 9, which extend substantially parallel to the longitudinal extent of the protective device 2 and are preferably formed in the spacer element 19.
• Fig. 6 shows a protective device 2, which is fixed to the Leitschienenstehern 3.
• the spacer element 18, according to this embodiment, is formed on its side facing away from the Leitschienen- 3 side 20 with a in the direction of the width 7 and perpendicular to the longitudinal extent of the protective device 2 with a concave curvature.
• the attached to these spacers 18 belt 5 is thus also formed with a concave curvature. Due to this concave curvature of the band 5, a body 15 (FIG. 3), which is laterally thrown against the band 5 in the area of the width 7, also experiences an additional catching effect with respect to the vertical direction, so that it can be prevented slips up and pushes against the guide rail 1 in the episode.
• Fig. 7 shows a baffle 21 with a protective device 2 attached thereto, shown in perspective.
• the baffle 21 is of the type of a conventional Concrete guide, wherein the foot part 22 and the guide bar 23 are made in one piece.
• the protection device 2 is laterally on the guide web 23, i. attached to the longitudinal side surface 6 of the guide bar 23 and the guide wall 21.
• the protective device 2 is arranged so that it extends substantially parallel to the longitudinal extent of the baffle 21 and covers at least a portion of the longitudinal side surface 6 between the foot part 22 and an upper longitudinal end face 24 of the baffle 21 and the guide web 23.
• the protective device 2 protrudes beyond the longitudinal side surface 6 and, like the longitudinal side surface 6, faces the adjacent roadway.
• the projecting over the longitudinal side surface 6 of the guide rail 1 part of the longitudinal profile 4 is formed approximately trapezoidal.
• the protective device 2 is formed by the longitudinal profile 4 with a longitudinal extent of the protective device 2 vertical width 7 and a central depth 26 corresponding to the extent to which the longitudinal profile 4 protrudes beyond the longitudinal side surface 6 of the baffle 21.
• a material for producing the longitudinal profile 4 rubber or recycled material is preferably used from existing materials or plastics, so that the longitudinal profile 4 forms a spring-elastic damping body.
• the elastic properties of the longitudinal profile 4 can be further improved by integration or mixing in of different fibers, e.g. Carbon fiber or glass fibers, to be improved.
• a holding device 27 directed parallel to the longitudinal extent of the guide wall 21 is provided in the form of a dovetail guide.
• the longitudinal profile 4 has a dovetail-shaped extension 28 and the guide wall 21 in its longitudinal side surface 6 via a likewise dovetail-shaped receptacle 29.
• this can parallel to the longitudinal extent of the guide wall 21 with the extension 28 in the receptacle 29 are inserted.
• FIG. 8 shows a further exemplary embodiment of a guide wall 21 with a protective device 2 formed as a longitudinal profile 4 from a viewing direction parallel to the longitudinal extent of the guide wall 21.
• the longitudinal profile 4 is fastened in the region of the longitudinal side surface 6 on the guide web 23 of the guide wall 21.
• the protective device 2 now also comprises a receiving part 30, which in turn is also profiled and is fastened in parallel to the longitudinal extension of the guide wall 21 and fixed thereto.
• the exception part 30 is provided for retrofitting a protective device 2 on a guide wall 21.
• it has on the one hand a dovetailed receptacle 29 and, on the other hand, apertures 31 or bores countersunk in the receptacle through which fastening of the receiving part 30 to the baffle 21 can take place by means of corresponding bolts.
• the receiving part 30 is first attached to the longitudinal side surface 6 of the baffle 21 and then the longitudinal profile 4 and its extension 28 is inserted into the receptacle 29 of the receiving part 30.
• Rubber or plastic waste or granules thereof are likewise provided as the material for the receiving part 30, wherein the elasticity of the receiving part 30 is preferably less than the elasticity of the longitudinal profile 4.
• the guide wall 21 with the receiving part 30 and the longitudinal profile 4 thus forms a multi-stage, ie in this case a three-stage restraint system.
• receiving part 30 and baffle 21 the elasticity of the parts or their deformability decreases step by step. While upon impact of a body 15 ( Figure 3) of comparatively low mass, the available deformation path of the longitudinal profile 4 is sufficient for retention, the restraining effect will be on a body 15 ( Figure 3) of large mass, such as a truck pull , achieved almost entirely by the baffle 21. Due to the deformation paths of the longitudinal profile 4 or of the receiving part 30, in this case only a comparatively small proportion of the kinetic energy of the impinging lorry train is absorbed.
• the protective device 2 thus makes it possible to provide a two-stage or multi-stage restraint system by which the requirements of motorcycles and cars can also be met by avoiding excessive loads on the occupants of the corresponding vehicles.
• the extent to which such adjustments to the guardrails or baffles are significant becomes particularly clear from the mass differences or mass ratios between motorcycles, cars and trucks, which are 1: 40 for cars / trucks and 1: 200 for motorbikes / trucks.
• FIG. 9 shows a further exemplary embodiment of a guide wall 21 with a protective device 2, which is designed as a hollow profile-like longitudinal profile 4.
• the longitudinal profile 4 is formed in the interior with in the direction of the longitudinal extent of the longitudinal profile 4 extending cavities 32. These cavities 32 may extend continuously in the direction of the longitudinal extension of the guide wall 21, but preferably the cavities 32 are formed by chambers 33 which are separate from each other and sealed off in the direction of the longitudinal extension of the longitudinal profile 4. Since no pressure compensation can thus take place between the chambers 33, an improved damping effect in the manner of a cushion is achieved as a result.
• the longitudinal profile 4 also includes the band 5 which is disposed in a surface area of the longitudinal profile 4 facing away from the guide wall 21 or facing the longitudinal side surface 6.
• the main component of the band 5 is made of rubber or plastic recycling material and contains reinforcing elements 9 consisting of wires or fibers.
• the reinforcing elements 9 are preferably aligned in the direction of the longitudinal extension of the longitudinal profile 4, but can also be made of meshes or webs of metal wires Be formed glass fibers or carbon fibers.
• the elastic properties of the longitudinal profile 4 and of the protective device 2 are improved by the strip 5 facing the surface of the longitudinal profile 4, and on the other hand it is prevented from piercing when sharp or sharp-edged parts of a vehicle collide or cutting the longitudinal profile 4 comes, whereby the restraining effect of the protective device 2 has been greatly reduced.
• the cohesion of the longitudinal profile 4 and thus the damping effect on an impacting body 15 (FIG. 3) are thus ensured by the band 5 formed with reinforcing elements 9.
• laterally projecting light reflectors are fastened or formed.
• FIG. 10 shows an arrangement of a plurality of baffles 21 with protective devices 2 attached thereto, according to FIG. 7 in plan view.
• the staggered arranged on the baffle 21 longitudinal profiles 4 form in the case of the impact of a vehicle an additional resistance to a relative displacement of two adjacent baffles 21 in a direction transverse to the direction of the road or transverse to the longitudinal extent of the baffles 21 at the joints 34.
• this resistance is increased against a relative displacement of the baffles 21 at the joints 34 even further.
• this also contributes to the fact that the spacer elements 18 are also or may be formed with reinforcing elements 9 which extend substantially parallel to the longitudinal extent of the protective device 2.
• FIG. 11 shows a further exemplary embodiment of a protective device 2 attached to a guide wall 21.
• the longitudinal profile 4 of this protective device 2 comprises the belt 5 equipped with the reinforcing elements 9.
• This belt 5 is connected to the spacer elements 18 at equal distances 36 on the longitudinal side surface 6 of the guide wall 21 in the region between the longitudinal end surface 24 of the guide wall 21 and the foot part 22 are attached, arranged.
• the band 5 covers the longitudinal side surface 6 in the region of a width 7.
• Both the spacer elements 18 and the band 5 is made for the most part of rubber or rubber or plastic recycling material.
• the band 5 additionally has the reinforcing elements 9 formed of wires or fibers. By means of these reinforcing elements 9 oriented in the direction of the longitudinal extent of the band 5, the elastic properties or the tensile strength of the band 5 are substantially increased.
• the band 5 is initially biased in the direction of its longitudinal extension and is mounted in this prestressed state on the spacer elements 18 and the longitudinal side surface 6 of the baffle 21.
• the ratio of the distance 36 between two spacer elements 18 arranged in the longitudinal direction of the guide wall 21 and the mean depth 26 of a spacer element 18 should preferably be in the range from 3: 1 to 6: 1.
• This protection device 2 for baffles 21 is that the individual Components can be transported in a compact space-saving form. This embodiment is thus particularly suitable for the retrofitting of baffles 21 with a protective device 2 as a cost-effective variant.
• the longitudinal profile 4 or the band 5 is made of a soft material and thus this also has a certain sound-absorbing effect.
• a surface 37 of the belt 5 facing the road surface is formed with a surface structure, ie that the surfaces 37 are not smooth but are formed with small elevations or depressions in the size range of a few millimeters or centimeters ,
• the sound-absorbing effect of the bands 5 is further increased, which is particularly advantageous in situations where roadways are arranged on both sides of concrete guide walls 21 and there is a particularly strong noise between them.
• FIG. 12 shows a further exemplary embodiment of a guide rail 1 with a protective device 2 attached thereto, as shown in FIG. 5 in perspective.
• the longitudinal profile 4 or the band 5 is fastened with its upper edge zone 13 to the guide rail 1, wherein between the longitudinal side surface 6 of the guide rail 1 and the band 5 and the spacer element 19 is arranged.
• the band 5 according to this embodiment consists of a fabric formed by plastic fibers.
• this fabric or braid of the band 5 can also be formed from steel wires or, for example, glass fibers.
• the band 5 has an increased inherent rigidity.
• the spacer elements 18 are formed concavely curved on their side facing the road surface 20, with respect to the vertical direction.
• the stretched over these spacers 18 band 5 is thus also concave, whereby the collecting or sudlialte Angel is increased to a contrast abutting body 15 (Fig. 3).
• the protective device 2 For the production of the protective device 2 according to the invention, it is above all materials such as rubber, plastics and foams which are suitable. Cost-effective is in particular the use of rubber granules from scrap tires.
• the rubber granulate which may also be mixed with recycled plastics, is mixed with a binder, pressed into moldings or the spacer elements 18, 19 and then cured.
• fiber materials can additionally be added.
• the reinforcing elements 9 in the form of wires or fibers or a sheet metal and stiffening struts 10 are formed in the longitudinal profiles 4. The materials mentioned are also used for the band 5 of the longitudinal profile 4.
• rubber is used with a weight proportion in the range of 70% to 85%, preferably 80%, with respect to the total weight.
• the proportion by weight of the binder is in a range of about 10% to 25%, preferably 15%.
• the remaining weight fraction is claimed by the reinforcing elements 9 and the stiffening struts.
• FIG. 13 shows a further exemplary embodiment of a guide rail 1 with a protective device 2 according to FIG. 6.
• a spacer element 51 which is formed by a metal body or a sheet metal part used.
• the spacer element 51 is formed by a damping block 52.
• Suitable materials for the damping block 52 are materials as they are also used for the spacer elements 18, 19 (FIG. 5).
• the guide rail 1 is attached to the Leitschienensteher 3, wherein the damping block 52 between the Leitschienensteher 3 and the guide rail 1 and a plate abutment 54 which bears against the guide rail 1, is clamped.
• the damping block 52 is in a resiliently biased state - by correspondingly far screwing together the screw 53 - is.
• the screw 53 is arranged so that at a corresponding, on the guide rail 1 dare attacking force of the damping block 52 can be further compressed by reducing the distance between the guide rail 1 and the Leitschienensteher 3.
• the protective device 2 comprises two longitudinal profiles 4, one of which is arranged on the longitudinal side surface 6 and the longitudinal side surface 25 on the guide web 23 of the guide wall 21.
• the two longitudinal profiles 4 are connected to one another by a saddle part 55, so that the two longitudinal profiles 4 form a unit together with a plurality of saddle parts 55 distributed over the longitudinal extension of the longitudinal profile 4 (only one saddle part 55 is shown in FIG. 14).
• the saddle part 55 can also extend over the entire longitudinal extension of the longitudinal profiles 4 or the guide wall 21.
• the protective device 2 can thus be suspended on the guide bar 23 of the guide wall 21 at the longitudinal end face 24 thereof.
• the protective device 2 or the longitudinal profiles 4 are attached to the longitudinal side surfaces 6, 25 by gluing.
• FIG. 15 shows a further exemplary embodiment of a saddle-shaped protective device 2 for a guide wall 21, shown in section.
• the two longitudinal profiles 4 are in turn connected to each other by the slipped over the longitudinal end face 24 of the guide bar 23 saddle part 55.
• the longitudinal profiles 4 extend with their lower end regions 56 to the foot part 22 or into the vicinity of the foot part 22, where in addition to the bonds on the longitudinal side surfaces 6, 25 additional Gareinrich- device, for example in the form of a screw for fastening the protective device. 2 may be provided on the baffle 21.
• FIG. 16 shows a guide wall 21 with a saddle-shaped protective device 2 with an upper retaining element 57, shown in section.
• the protective device 2 In addition to the saddle part 55 and the two downwardly extending in the direction of the foot part 22 of the baffle longitudinal profiles 4, the protective device 2, according to this embodiment, via the upper longitudinal end face 24 of the baffle 21 vertically upstanding retaining member 57. As well The two longitudinal profiles 4, the retaining member 57 extends in the longitudinal direction of the baffle 21. By this upper retaining member 57 of the protective device 2 can be prevented, for example, that an injured person is thrown over the baffle on an adjacent oncoming lane.
• An exemplary embodiment of a protective device 2 for a guide wall 21 with an upper retaining element 57 hingedly arranged on the caliper part 55 will be described below with reference to FIGS. 17 and 18.
• FIG. 17 shows the protective device 2 with the hinged retaining element 57 in an upright starting position.
• FIG. 18 shows the protective device 2 with the upper retaining element 57 in a position pivoted to the side.
• the protective device 2 has a hinge 58 adjoining the saddle part 55, by means of which the saddle part 55 is connected to the longitudinal profiles 4 on the one hand and the upper retaining element 57 on the other hand.
• the joint 58 may be formed solely by a point of reduced wall thickness in the transition region between the saddle part 55 and the retaining member 57. The joint function is ensured by the elastic deformability of the material from which the protective device 2 is made.
• the joint 58 is preferably formed by joint axes 59 or joint shells 60, which extend over the longitudinal extension of the protective device 2 at least in regions.
• a first sudlialtefeder 61 and a second retaining spring 62 are further arranged, which are biased against each other, so that the retaining member 57 is held in the vertically aligned position.
• the resistance of the retaining element 57 is increased accordingly against a lateral deflection.
• a Drehrichtgesperre 63 is formed in the region of the joint 58.
• the restraining member 57 For example, if a collision of an injured person with the restraining member 57 causes it to deflect laterally, the kinetic energy of the impacting body is gradually converted to the potential energy of the biased springs of the retention springs 61, 62 until the impacting body finally comes to rest. By the Drehrichtgesperre 63 finally the retaining member 57 is held in its maximum deflected position, so that the potential energy is stored in the deformed retaining springs 61, 62 and prevents the impacting body is thrown back by the relaxing springs.
• FIG. 18 shows the protective device 2 with the retaining element 57 swung out at a point along the longitudinal extension of the guide wall 21 in the lateral direction, shown in section.
• a device is formed by which the latched position of the rotary locking mechanism 63 can be released.
• FIGS. 1 and 2 An exemplary embodiment of a protective device 2 fastened to a guide rail 1 with an upper retaining element 57 will be described with reference to the following FIGS.
• FIG. 19 shows the retaining element 57 in its upright starting position, while in FIG. 20 the retaining element 57 is shown in a partially deflected or pivoted-back position.
• the reinforcing element 9 of the band 5 of the protective device 2 is formed according to this exemplary embodiment by a sheet 64 which carries a support layer 65 on its side facing the road.
• a material for the support layer 65 the already mentioned plastics, rubber, foams and rubber granules from scrap tires or recycled materials are suitable.
• materials with an increased surface friction prove to be particularly favorable since an increased braking effect is achieved on impact and sliding along of a counterweight on the belt 5.
• the protective device 2 further comprises the upper retaining member 57, which is pivotally connected to the guide rail 1 and the Leitschienensteher 3.
• the joint axis 59 of the joint 58 of the retaining element 57 is aligned horizontally or parallel to the longitudinal extent of the guide rail 1 and fixed to a support 66, which is in communication with the guide rail post 3.
• the upper retention member 57 like the band 5, is formed by a sheet 67 having a support layer 68 of a rubbery material.
• the retaining element 57 also comprises, in the direction of the adjacent roadway, concavely curved rib elements 69, to which the metal sheet 67 is attached to the support layer 68.
• the back member 57 thus has a basket-shaped cross-section.
• the ribs 69 are each fixedly connected to a joint shell 60 and so mounted on the hinge axis 59 of the joint 58. Between the carrier 66 and the rib member 69, the retaining spring 61 is arranged. This is biased so that the retaining element ment 57 against a stop (not shown) of the carrier 66 is pressed and held in such a manner in the upright rest position.
• the upper back member 57 may include a wire mesh. If the body of an injured person or other object, in which it moves in a direction 70 on the side facing away from the road against the retaining member 57, it is caught by the retaining member 57 and braked. Its kinetic energy is absorbed primarily by the retaining spring 61. Part of the kinetic energy is also spent on deforming the retaining element 57, locally causing a bulge in the direction 70 on the roadside
• plates 64, 67 for the band 5 and the retaining member 57 are suitable steel sheets with a thickness of about 1 mm.
• FIG. 21 shows an alternative embodiment of the protective device 2 in a cutaway view.
• the uprights 71 are fixed in or on the ground.
• On the road side facing this Stanchion 71 is in turn in each case at least one damping element acting spacer 72 attached.
• about several such spacers 72 is - again on the road-facing side - the longitudinal profile 4 forming band 5 stretched. This is preferably formed by the plate 67 and the support layer 68.
• rib members 69 are fixed by the hinges 58. About the road-facing side of the rib members 69 is parallel to the roadway edge, the sheet 67 with the support layer 68 stretched or attached thereto and the retaining member 57 is formed by this arrangement.
• the retaining element 57 additionally also comprises one or more longitudinal rib elements 73 extending parallel to the longitudinal extent of the retaining element 57. These longitudinal rib elements 73 can be formed, for example, by a tube or a steel cable, whereby the rear-hardening element 57 has increased rigidity having.
• the longitudinal rib elements 73 are arranged on the rear side of the sheet 67 facing away from the road and are preferably connected directly to the rib elements 69 which are mounted on the joints 58.
• the protective device 2 thus constitutes an independent safety device for traffic routes.
• the mode of operation of the upper retaining element 57 which is pivotable in the direction 70 away from the roadway, corresponds to the mode of operation as already described with reference to FIG and FIG. 20 has been described.
• the bands 5 described have the advantage that, on the other hand, persons who are injured and injured are exposed to a significantly reduced risk of injury.
• a plate 67 with a thickness of about 2 mm in approximately the same retention effect, as with a guide rail 1, be effected.
• the effectiveness of this safety device is additionally increased by the retaining elements 57.
• FIG. 22 shows a further possible and, if appropriate, independent development of a safety device, wherein identical reference parts are again used for identical parts. characters or component designations, as used in the preceding Figs. 1 to 21. Likewise, to avoid unnecessary repetition, reference is made to the detailed description in the preceding Figures 1 to 21.
• the alternative embodiment shown here is similar to that described above in detail in FIG. 21, but without the upper retaining element 57 and its support 66 for mounting on the guardrail stanchions 3 and stanchions 71, respectively
• the stand 71 shown in simplified form as well as the protective device 2 supported thereon which here comprises the spacer elements 72 and the longitudinal profile 4.
• the longitudinal profile 4 has the width 7 transversely to its longitudinal extension and is arranged at a distance of a few centimeters from the roadway or its surface, not shown here, and has in the vertical direction at least the Height of the stirrer 71 on.
• the band 5 or the sheet 61 is formed almost flat surface and can be formed slightly curved in the direction of the upright 71 for safety reasons at the end remote from the roadway end. This avoids a sharp, standing edge or an edged end of the longitudinal profile 4.
• This height of the upright 71 can correspond to the usual heights in conventional rail fastenings.
• the safety device shown here in simplified form in particular the protective device 2 comprising the multi-layer longitudinal profile 4 and the spacer element 72, is fastened to the uprights 71 and can correspond in accordance with the embodiments described above in FIGS. 1 to 21, wherein the most diverse embodiments can also be combined with each other as desired.

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• Engineering & Computer Science (AREA)
• Architecture (AREA)
• Civil Engineering (AREA)
• Structural Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Wood Science & Technology (AREA)
• Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

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• 2005
  • 2005-02-24 AT AT3122005A patent/AT501657B1/de not_active IP Right Cessation
• 2006
  • 2006-02-21 EP EP06704706A patent/EP1853767A1/de not_active Withdrawn
  • 2006-02-21 WO PCT/AT2006/000064 patent/WO2006089321A1/de active Application Filing
• 2007
  • 2007-09-18 NO NO20074761A patent/NO20074761L/no not_active Application Discontinuation

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