EP1876301B1 - Connection assembly between a distance holder or spacer supporting a protective barrier rail and a post - Google Patents

Abstract

The connector system which is positioned between spacers supporting the barriers and C-section posts (12) includes claws (9) and plate-type slide elements (22) made of weatherproof UV-resistant plastics and engaging by grooved studs (23) in bores (19) in the arms (20) of the posts . Conical transitions (26) are formed between the ring grooves (25) of the studs and the facing surfaces (27) of the slide elements so as to minimise the play between a claw and a post. The heads of the studs adjoining the ring grooves are conical.

Description

The invention relates to a connection arrangement between a front side a guard rail of a guard rail bearing spacer or spacer and a cross-section C or sigma-shaped post according to the features in the preamble of claim 1.

Such a connection arrangement counts within the scope of DE 36 40 821 C1 to the state of the art. It comprises all the features of the preamble of claim 1. It comprises between the legs of a releasably connected with a spacer, in cross-section C-shaped claw and the legs of the gripped by the claw and coupled thereto via predetermined breaking screws, in cross section sigmoidal post plate-like sliding elements a weather and UV resistant plastic. The sliding elements are associated with grooves provided with pins, which engage in holes in the legs of the post latching.

Upon impact of a motor vehicle on a protective barrier, the impact energy causes a bending of the comparatively soft posts. As a result, the protective barrier strand is wound around its longitudinal axis and there is an upward force at the attachment points between the jaws and the posts. As a result, the predetermined breaking screws are destroyed. By incorporating the sliding elements between the legs of the jaws and the legs of the jambs, steel-to-steel friction is avoided so that now the jaws can move relative to the jambs without appreciable frictional resistance and slide off the jambs. In this case, the two connected via the spacers protective barrier strands remain connected. However, the roadway facing away from the protective barrier strand is pressed down to the ground and thereby supports the road facing the protective barrier strand on the spacers. The entire guard rail assembly may bend as required. The impact energy is reduced in the desired manner without spring-back effect and guided the impacting motor vehicle along the roadside protective barrier strand. Since the road facing protective barrier strand runs due to the distortion of the guard rail assembly about its longitudinal axis now higher than originally arranged, it is impossible that an impacting motor vehicle can cross this protective barrier.

Although the known connection arrangement has been proven in practice, the inevitable existing game between a claw and a post is not always satisfactory slip behavior of the claws in a vehicle crash.

The invention is - based on the state of the art - the object of providing a connection arrangement between a frontally a guard rail of a guard rail bearing spacer or spacer and a cross-section C or sigma-shaped post, in which the slip behavior of the claws in a crash between a vehicle and a guard rail is improved.

The solution to this problem consists according to the invention in the features of claim 1.

The core idea of the invention is the formation of conical transitions between the annular grooves on the journal and their surfaces facing the sliding elements. Due to this design, the play between a claw and a post can be minimized. The slip behavior of the claw upon impact of a motor vehicle on a protective barrier is significantly improved in this way.

In this context, it is advantageous that the height of the conical transitions about half the width of the annular grooves corresponds (claim 2).

Furthermore, it is considered advantageous in the invention according to the features of claim 3, that the ratio of the largest diameter of the transitions to the diameter of the annular grooves about as 1.5 to 1.75: 1, preferably about as 1.65: 1 dimensioned is.

Characterized in that according to claim 4, the adjoining the annular grooves heads of the pins are conical, the assembly of the sliding elements on the legs of the posts is facilitated. The annular grooves ensure proper locking of the sliding elements on the posts.

The features of claim 5, according to which the pins are provided with crosswise arranged slots, facilitate the mounting of the sliding elements on the posts by the pins can be better locked into the holes in the legs of the posts.

With the features of claim 6, not only a material reduction is achieved, but also facilitates the introduction of the thus more flexible pin designed in the holes of the post legs.

Both the assembly of the sliding elements and the slip behavior of the claws can be further improved by the features of claim 7.

The arrangement of the elongated holes in the sliding elements and in the legs of the posts in connection with the fact that only one hole is provided in the legs of the claws allows with only a single sliding element, the slip behavior on both sides of a claw or a post optimally designed.

In conjunction with the features of at least one of claims 1 to 8, the features of claim 9 advantageously provide that the guard rails have a substantially W-shaped cross-section, which from a central bottom, from the bottom of diverging webs, from the end the webs provided arcuate crests and adjoining the crests, in opposite directions V-shaped to the webs extending legs is formed, which end approximately in a plane in which the bottom extends, said end of the leg directed away from the ground approaches are provided, connect to the extending approximately in the direction of the legs end strips.

Due to the lugs and the end strips, such a protective barrier has a higher resistance moment, in the X, Y and Z directions. The resistance to distortion of the guardrail is significantly improved so that it now also meets the increased requirements of the containment level H2 with respect to a higher retention capacity with problem-free compatibility with the conventional guard rails of the containment level H1 (new installation, repair). Variations exist here in the formation of the width of the lugs and / or the width of the end strips. Furthermore, the degree of bending of the lugs to the legs or the end strips to the lugs, the required holding capacity of the guardrail can be set even more variable.

Another significant advantage is that the stackability is maintained as in the known barriers of the containment level H1 by the targeted training of the guardrail with the lugs and the end strips. This not only facilitates a space-saving storage, but also the transport from the warehouse to the mounting points on the motor vehicle roads.

The embodiment according to the features of claim 10 provides, in conjunction with the features of at least one of claims 1 to 8, that the guardrails have a substantially W-shaped cross-section which from a central bottom, from the bottom of diverging webs, from the end the webs provided arcuate crests and adjoining the crests, in opposite directions V-shaped to the webs extending legs is formed, which are divided into base sections and towards the bottom angled end portions whose longitudinal edges end approximately in a plane which also the Ground touched. Here, both the ratio of the width of the end portions to the width of the base portions and the ratio of the distance between the rounded bottom on the one hand and the crests on the other tangent planes to the distance of the crests in their ridge areas intersecting longitudinal planes is about 1: 2.

These features also allow the resistance moment of the guardrails in the X-, Y- and Z-direction with a view to a higher restraint aiming to improve the containment level H2.

• Figur 1: eine Schutzplankenanordnung für einen Mittelstreifen zwischen zwei Fahrbahnen während der Montage in perspektivischer Darstellung;
• Figur 2: ebenfalls in perspektivischer Darstellung in vergrößertem Maßstab den Verbindungsbereich zwischen einem Pfosten und einer Klaue während der Montage,
• Figur 3: in der Frontalansicht ein Gleitelement zur Anordnung zwischen einer Klaue und einem Pfosten;
• Figur 4: das Gleitelement der Figur 3 in der Seitenansicht gemäß dem Pfeil IV;
• Figur 5: das Gleitelement der Figur 3 in der Draufsicht gemäß dem Pfeil V;
• Figur 6: in vergrößerter Darstellung eine Stirnansicht auf eine Schutzplanke der Figur 1 in Richtung des Pfeils VI gesehen und
• Figur 7: ebenfalls in vergrößerter Darstellung eine Stirnansicht auf eine Schutzplanke gemäß einer weiteren Ausführungsform.

The invention is explained in more detail with reference to exemplary embodiments illustrated in the drawings. Show it:

• FIG. 1 a guard rail arrangement for a median strip between two lanes during assembly in perspective view;
• FIG. 2 FIG. 4 also shows, in an enlarged scale, the connection region between a post and a claw during assembly, FIG.
• FIG. 3 in the frontal view, a slider for disposition between a claw and a post;
• FIG. 4 : the sliding element of the FIG. 3 in the side view according to the arrow IV;
• FIG. 5 : the sliding element of the FIG. 3 in the plan view according to the arrow V;
• FIG. 6 : an enlarged view of an end view of a protective barrier of FIG. 1 seen in the direction of the arrow VI and
• FIG. 7 : likewise an enlarged view of an end view of a protective barrier according to a further embodiment.

In the FIG. 1 1 denotes a guard rail arrangement, as used, for example, on a central strip between two mutually spaced lanes of a motor vehicle road used.

The guard rail assembly 1 comprises two mutually parallel guard rail strands 2 from shot-wise releasably juxtaposed guard rails 3. The guard rails 3 are bolted together in an end overlap region.

The protective barrier strands 2 are fastened to the front of spacers 4 and indeed also with the aid of screw elements and end tabs. The ends 5 of the legs 6 of the spacers 4 summarize in the channels formed by the crests 7 of the guard rails 3 8. Center of the cross-sectionally U-shaped profiled spacers 4 are from the FIGS. 1 and 2 recognizable U-shaped claws 9 attached. The attachment takes place via three mutually offset in a triangle screw 10. For this purpose, located in the jaws 9 and 4 in the spacers three offset holes 11th

When mounting the fixed to the spacers 4 claws 9 at the upper ends of the cross-sectionally sigmoidal profiled post 12 (FIGS. FIGS. 1 . 2 ) overlap the claws 9 with their webs 13 and legs 14 and the flanges 15 the posts 12, which are rammed into the soil of the median strip.

From the FIGS. 1 and 2 is also seen that the upper side of the legs 14 of the jaws 9 are provided inwardly angled stop lugs 16 which come when pushing the jaws 9 on the post 12 at the upper end faces 17 to the plant.

The attachment of the claws 9 to the post 12 via predetermined breaking screws 18, which pass through two opposing holes 19 in the legs 20 of the post 12 ( FIGS. 1 . 2 ).

Like from the FIGS. 2 to 5 can be seen, 12 rectangular plate-shaped sliding elements 22 are incorporated from a weather and UV-resistant plastic between the legs 14 of the jaws 9 and the legs 20 of the post. The plastic may be acrylonitrile, styrene, acrylic ester or copolymers. As in this context the FIGS. 3 and 4 show the height H of the sliding elements 22 is about two and a half times their width B. At the lower end of the sliding elements 22 pins 23 are provided. The pins 23 each have a conically shaped head 24, an annular groove 25 adjoining the head 24, and a conical transition 26 between the annular groove 25 and the surface 27 of the sliding element 22 facing it. The height H1 of the transition 26 corresponds to approximately half the width B1 of the annular groove 25. This is in turn equal to the height H2 of the head 24 dimensioned.

The ratio of the largest diameter D of the transition 26 to the diameter D1 of the annular groove 25 is dimensioned in the embodiment about as 1.65: 1. In order to make the pins 23 more flexible, they are provided with slots 28 arranged crosswise. The slots 28 extend only through the head 24 and the annular groove 25. In addition, let the Figures 2 and 3 recognize that the pins 23 are provided with the sliding elements 22 passing through holes 29.

The center axis of each pin 23 on a sliding element 22 extends in the vertical central longitudinal plane VML of the sliding element 22. In the surface region of the sliding element 22 lying above the pin 23, two oblong holes 30 are provided which extend parallel to one another and are arranged at the same distance from the central longitudinal plane VML , The FIG. 2 shows that in the legs 20 of the post 12 is provided in each case one corresponding to the slots 30 of the sliding elements 22 slot 31, while in the legs 14 of the claw 9 each one provided with one of the slots 30 bore 21 is provided. As a result, only one type of sliding element 22 is necessary for both legs 14 of the claw 9.

When mounting a claw 9 on a post 12, the sliding elements 22 are first fixed on the post 12 via the pins 23 and the holes 19. Subsequently, the fixed to a spacer 4 claw 9 is pushed over the post 12, so that the sliding elements 22 between the legs 20 of the post 12 and the legs 14 of the claw 9 pass. Thereafter, the predetermined breaking screws 18 are tightened, whereby the conical junctions 26 press into the holes 19 of the legs 20 of the post 12.

The from the FIG. 6 recognizable embodiment of a protective barrier 3a has a substantially W-shaped cross-section. As in this context, in particular the Fig. 6 can be seen, the W-shaped cross-section of a flat central bottom 32, of the bottom 32 of diverging webs 33, provided by the end of the webs 33 arcuate crests 34 and adjoining the crests 34, in opposite directions V-shaped extending legs 35 formed. The transitions 36 from the bottom 32 to the webs 33 are rounded. The legs 35 end shortly before a plane E - E, in which the bottom 32 extends.

End of the legs 35 32 directed away from the bottom lugs 37 are provided, followed by the end strips 38. The angle α between each of the mutually facing inner sides 39 of the end strips 38 and the plane E - E, in which the bottom 32 extends, is 98.8 ° in the embodiment.

The length L of the lugs 37 is about three to four times the thickness D2 of the guardrail 3a. It can also be seen that the angle β subtended by plane E - E, in which the bottom 32 extends and is enclosed by the lugs 37, is about 15 °.

The distance A of the plane E - E, in which the bottom 32 extends to the plane E1 - E1, which touches the crests 34, is greater than the distance A1 to which the longitudinal edges 40 of the end strips 38 tangent plane E2 - E2 dimensioned ,

The ratio of the distance A2 on the one hand the crests 34 and on the other hand, the longitudinal edges 40 of the end strips 38 tangent plane E2 - E2 is to the distance A between the slopes 34 tangent plane E1 - E1 and the plane E - E, in which the ground 32 extends approximately as 1 to 0.6.

The ratio of the distance D3 between the two longitudinal edges 40 of the end strips 38 to the distance A3 of the longitudinal planes LE - LE and LE1 - LE1 intersecting the crests 34 in their ridge regions 41 is approximately 1.8 to 1.

The opening angle γ between the webs 33 and the legs 35 is like the opening angle δ between the webs 33 about 70 °.

The bottom 32 has a straight width B2 of 30 mm.

The embodiment of a guard rail 3b according to FIG. 7 is similar to the one of FIG. 6 , Again, the cross section is designed substantially W-shaped. It is formed by a central bottom 42, of the bottom 42 of diverging webs 43, provided by the ends of the webs 43 arcuate crests 44 and adjoining the crests 44, in opposite directions V-shaped to the webs 43 extending legs 45. The legs 45 are articulated in base portions 46 and in the direction of the bottom 42 angled end portions 47 whose longitudinal edges 48 terminate in a plane E3 - E3, which also touches the bottom 42.

Both the ratio of the width B3 of the end portions 47 of the legs 45 to the width B4 of the base portions 46 and the ratio of the distance A4 between the planes E3 - E3 and E4 - E4 tangent to the rounded bottom 42 on the one hand and the knobs 44 on the other hand to the distance A5 the crests 44 in their ridge regions 49 intersecting longitudinal planes LE2 - LE2 and LE3 - LE3 is approximately 1: 2.

The distance D4 of the longitudinal edges 48 from one another is approximately 1.6: 1 to the distance A5 between the longitudinal planes E3-E3 and E4-E4.

The opening angle ε between the webs 43 is like the opening angle ζ between the webs 43 and the legs 45 about 70 °.

The included angle η between the inner sides 50 of the base portions 46 and the inner sides 51 of the end portions 47 is about 150 °.

Reference numerals:

1. 1 - guard rail arrangement
2. 2 - protective barrier strands
3. 3 - crash barriers, 3a u. 3b crash barriers
4. 4 - spacers between 2
5. 5 - ends v. 6
6. 6 - thighs v. 4
7. 7 - Hilltop v. 3
8. 8 channels in 3
9. 9 - claws
10. 10 - Screw elements
11. 11 - holes in 4 u. 9
12. 12 - posts
13. 13 - Stege v. 9
14. 14 - thighs v. 9
15. 15 - flanges v. 9
16. 16 - stop tabs
17. 17 - end faces v. 12
18. 18 - predetermined breaking screws
19. 19 holes in 20
20. 20 - thighs v. 12
21. 21 - Drilling in 14
22. 22 - Sliding elements
23. 23 - pin on 22
24. 24 - head v. 23
25. 25 - ring groove in 23
26. 26 - transition between 25 and 27
27. 27 - Surface of v. 22
28. 28 slots in 23
29. 29 - holes through 23 u. 22
30. 30 - slots in 22
31. 31 - slot in 20
32. 32 - soil v. 3a
33. 33 - Stege v. 3a
34. 34 - hilltop v. 3a
35. 35 - thighs v. 3a
36. 36 - Transitions v. 32 to 33
37. 37 - Approaches to 35
38. 38 - end strips v. 3a
39. 39 - insides v. 38
40. 40 - longitudinal edges v. 39
41. 41 - ridge areas v. 34
42. 42 - soil v. 3b
43. 43 - Stege v. 3b
44. 44 - Hill of v. 3b
45. 45 - thighs v. 3b
46. 46 - Basic sections v. 45
47. 47 - end sections v. 45
48. 48 - Longitudinal edges v. 47
49. 49 - First Ranges v. 44
50. 50 - insides v. 46
51. 51 - insides v. 47

1. A - distance between E - E u. E1 - E1
   1. A1 - distance between E - E u. E2 - E2
   2. A2 - distance between E1 - E1 u. E2 - E2
   3. A3 - distance between LE - LE u. LE1 - LE1
   4. A4 - distance between E3 - E3 u. E4 - E4
   5. A5 - distance between LE2 - LE2 a. LE3 - LE3
3. B - width v. 22
   1. B1 - width v. 25
   2. B2 - width v. 32
   3. B3 - width v. 42
   4. B4 - width v. 46
4. D - diameter v. 26
   1. D1 - diameter v. 25
   2. D2 - thickness v. 3, 3a, 3b
   3. D3 - Distance between 40
   4. D4 - Distance between 48
5. E - E level with 32
6. E1 - E1 level with 34
7. E2 - E2 level with 40
8. E3 - E3 level with 42
9. E4 - E4 - level with 44
10. H - height v. 22
11. H1 height v. 26
12. H2 - height v. 24
13. L - length v. 37
14. LE - LE - longitudinal plane through 41
15. LE1-LE1 - longitudinal plane through 41
16. LE2 - LE2 - longitudinal plane through 49
17. LE3 - LE3 - longitudinal plane through 49
18. VML - vertical center longitudinal plane v. 22
19. α - angle between E - E u. 39
20. β - angle between E - E u. 37
21. γ - opening angle between 33 u. 35
22. δ - opening angle between 33
23. ε - opening angle between 43
24. ζ - opening angle between 43 u. 45
25. η - opening angle between 46 u. 47

Claims (10)

1. Connecting arrangement for installation between a spacer or distance piece (4), which carries a crash barrier rail (3, 3a, 3b) of a crash barrier rail run (22) at its ends, and a post (12) of C- or sigma-shaped cross section, which arrangement comprises plate-type sliding elements (22) composed of a weather-resistant and UV-resistant plastic, wherein, in use, the sliding elements are arranged between the legs (14) of a claw (9) of C-shaped cross section, which is releasably connected to the spacer or distance piece (4), and the legs (20) of the post (12), which is embraced by the claw (9) and coupled thereto via break-off screws (18), and wherein, in use, the sliding elements latch into holes (19) in the legs (20) of the post (12) by way of studs (23) which have annular grooves (25), characterized in that conical transitions (26) are provided between the annular grooves (25) of the studs (23) and the facing surfaces (27) of the sliding elements (22).
2. Connecting arrangement according to Claim 1, characterized in that the height (H1) of the transitions (26) corresponds approximately to half the width (B1) of the annular grooves (25).
3. Connecting arrangement according to Claim 1 or 2, characterized in that the ratio of the largest diameter (D) of the transitions (26) to the diameter (D1) of the annular grooves (25) is dimensioned to be approximately 1.5-1.75:1, preferably approximately 1.65:1.
4. Connecting arrangement according to one of Claims 1 to 3, characterized in that the heads (24) of the studs (23) adjoining the annular grooves (25) are of conical design.
5. Connecting arrangement according to one of Claims 1 to 4, characterized in that the studs (23) are provided with slits (28) in a cruciform arrangement.
6. Connecting arrangement according to one of Claims 1 to 5, characterized in that the studs (23) are provided with holes (29) which pass through the sliding elements (22).
7. Connecting arrangement according to one of Claims 1 to 6, characterized in that the sliding elements (22) have an oblong rectangular design and the studs (23) are provided at one end of the sliding elements (22).
8. System comprising a connecting arrangement according to one of Claims 1 to 7 and a post and claw as defined in Claim 1, characterized in that the sliding elements (22) are provided with adjacent slots (30) in the surface regions (27) above the studs (23), while the claw (9) has a hole (21) in each of its legs (14) which corresponds to one of the slots (30), and the post (12) has a slot (31) in each of its legs (20) which corresponds to one of the slots (30).
9. System comprising a connecting arrangement according to one of Claims 1 to 8 and crash barrier rails as defined in Claim 1, characterized in that the crash barrier rails (3a) have a substantially W-shaped cross section which is formed by a central base (32), by webs (33) diverging from the base (32), by arcuate humps (34) provided at the ends of the webs (33), and by legs (35) which adjoin the humps (34), extend in a V shape in mutually opposite directions to the webs (33) and terminate approximately in a plane (E-E) in which the base (32) also extends, wherein shoulders (37) directed away from the base (32) are provided at the ends of the legs (35) and are adjoined by end strips (38) which extend approximately in the direction of the legs (35).
10. System comprising a connecting arrangement according to one of Claims 1 to 8 and crash barrier rails as defined in Claim 1, characterized in that the crash barrier rails (3b) have a substantially W-shaped cross section which is formed by a central base (42), by webs (43) diverging from the base (42), by arcuate humps (44) provided at the ends of the webs (43), and by legs (45) which adjoin the humps (44), extend in a V-shape in mutually opposite directions to the webs (43) and are divided into basic sections (46) and into end sections (47) which are angled in the direction of the base (42), the longitudinal edges (48) of which end sections terminate approximately in a plane (E3-E3) which is also tangential to the base (42), wherein both the ratio of the width (B3) of the end sections (47) to the width (B4) of the basic sections (46) and the ratio of the distance (A4) between the planes (E3-E3 and E4-E4), which are tangential to the rounded base (42) on the one hand and to the humps (44) on the other hand, to the distance (A5) separating the longitudinal planes (LE2-LE2 and LE3-LE3), which intersect the humps (44) in their apex regions (49), is approximately 1:2.

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