EP1921211B1 - Traffic guidance device - Google Patents

Traffic guidance device Download PDF

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Publication number
EP1921211B1
EP1921211B1 EP07021615A EP07021615A EP1921211B1 EP 1921211 B1 EP1921211 B1 EP 1921211B1 EP 07021615 A EP07021615 A EP 07021615A EP 07021615 A EP07021615 A EP 07021615A EP 1921211 B1 EP1921211 B1 EP 1921211B1
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EP
European Patent Office
Prior art keywords
rods
anchor
con
guidance device
traffic guidance
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EP07021615A
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German (de)
French (fr)
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EP1921211A1 (en
Inventor
Andreas Gerhard
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Toge Duebel GmbH and Co KG
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Toge Duebel A Gerhard KG
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    • 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
    • E01F15/06—Continuous barriers extending along roads or between traffic lanes essentially made of cables, nettings or the like

Definitions

  • the invention relates to a traffic guidance device for attachment to the edge of roadways for motor vehicles.
  • a traffic guidance device is for example from the DE 10 847 445 U known.
  • the invention is therefore an object of the invention to provide a traffic guidance device, which has a greater retention capability over the conventional traffic guidance devices and which may be easily formed by retrofitting conventional traffic guidance facilities.
  • the essence of the invention is to provide a traffic guidance device with at least two train anchors for stabilizing the individual supports and a plurality of connection anchors which firmly connect the train anchors together, at least two train anchors being arranged in a horizontal position. Direction spaced from each other. Due to this rigid unit of train anchors and connection anchors, the traffic guidance device has a particularly high stability. The distance between two mutually adjacent supports can therefore be considerably increased, allowing a low total weight of the traffic guidance device.
  • Fig. 1 and 2 do not represent embodiments of the invention, but are merely illustrative of the embodiments according to the invention Fig. 3 to 5 ,
  • the traffic guidance device 1 is mounted on the edge of a roadway for motor vehicles to prevent vehicles coming off the roadway beyond the roadway edge. This is especially true on bridges, especially on highway bridges, central.
  • the traffic guidance device 1 can also be arranged between traffic lanes with oncoming traffic.
  • the traffic guidance device 1 extends along a horizontal roadway direction 2, which also extends the longitudinal extension direction of the traffic guidance device 1 corresponds and according to Fig. 1 into the drawing. It has arranged at regular intervals, with the bottom 3 in connection standing supports 4.
  • the supports 4 extend vertically in a vertical direction 5, which is perpendicular to the bottom 3 here and also extends perpendicular to the roadway direction 2 or longitudinal direction. In Fig. 1 the vertical direction 5 is drawn so that it runs away from the bottom 3 upwards.
  • the supports 4 are identical and can have any profile, in particular a T-profile, double T-profile, ⁇ -profile or a U-profile. They have at their lower end 6 in each case one fixed to them ground plate 7, which is immovably connected via anchors or screws 8 with the bottom 3.
  • the floor 3 may be concrete or asphalt. Accordingly, the screws 8 are designed as concrete screws or asphalt screws.
  • the supports 4 can also be rammed directly into the ground for fixing.
  • guardrail 9 is attached at the supports 4 a running in the direction of the road 2 guardrail 9 is attached.
  • the guardrail 9 is here attached to the support front 10, which faces the roadway.
  • the traffic guidance device 1 can also be installed between two lanes for the separation of opposing traffic.
  • the traffic guidance device 1 is configured such that guard rails 9 are arranged on both sides of the supports 4.
  • Guardrail 9 is a single-distance guard plank, abbreviated as EDSP.
  • At the front 10 and two crash barriers 9 can be mounted one above the other.
  • the number of mounted on the supports 4 guard rails 9 is determined by the local security requirements.
  • the guardrail 9 is made of sheet steel. In profile, this has a projecting in the direction of the road surface, horizontally in the roadway direction 2 extending upper band 11, an arranged underneath, also horizontally extending lower band 12 and a lying between both, recessed longitudinal groove 13 which by a to the upper band 11 adjacent upper inclined edge 14, an adjoining groove bottom 15 and an adjacent lower inclined edge 16 is formed, wherein the lower edge 16 in turn merges into the lower band 12.
  • the guardrail 9 is bolted directly to the supports 4 in the region of their groove bottom 15 via screws 17.
  • Each screw 17 is associated with a mounting plate 18 which rests flat against the groove bottom 15.
  • Also on the support 4 is a mounting plate 19 flat.
  • Each screw 17 penetrates holes in the mounting plate 18, the support 4 and the mounting plate 19.
  • On the free end of the screw 17 a matching nut 20 is turned on, whereby the guardrail 9 is held firmly on the corresponding supports 4.
  • each support 4 is designed as T-beams.
  • Each support 4 has a head plate 21 which faces the guardrail 9. With the head plates 21 and the guardrail 9 is screwed.
  • each support 4 comprises a leg 22, which adjoins the head plate 21 and is perpendicular to this.
  • the legs 22 thus extend in a horizontal direction 23 away from the head plates 21.
  • the horizontal direction 23 extends perpendicular to the roadway direction 2 and the vertical direction 5. It is directed vertically away from the road and runs horizontally.
  • the train anchor 24 which is also referred to as a threaded rod, is a standard train anchor, as marketed under the brand "Dywidag" among others.
  • the tension anchor 24 has a substantially circular cross-section and is solid made of solid material, in particular steel.
  • the pull anchor 24 is not just a sheet steel or steel pipe.
  • the tension anchor 24 has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm. On its outside a coarse external thread is provided.
  • the pull anchor 24 has a great inherent rigidity, so that shear forces and not only tensile forces along its longitudinal direction are transferable. In this respect, the train anchor 24 differs significantly from a steel cable. In addition, unlike a steel cord, the draw anchor 24 does not have the problem of sagging and that the rope must be pretensioned.
  • the tension anchor 24 has a typical tensile strength of about 500 to 600 N / mm 2 . Preferably, such a strength is selected for the pull anchor 24 to ensure the best combination of tensile and compressive strength and flexibility.
  • the breaking value of the tension anchor 24 to train is between 100 and 1,200 kN, in particular 150 to 630 kN. Relative to the individual diameters the breaking loads are as follows: at 50 mm diameter 1,080 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.
  • train anchors with a substantially round or oval cross section are particularly preferred.
  • Adjacent train anchors 24 are connected by connecting nuts, not shown, with a matching to the external thread of the train anchor 24 internal thread to an endless composite.
  • connecting nuts not shown
  • connection of adjacent train anchors is on the DE 10 2006 001980.6 from 13.01.2006, there in particular on the Figures 2 and 3 with the associated description.
  • the train anchors 24 are arranged parallel to one another and at a distance from one another in the roadway direction 2 on the front side 10 of the supports 4. They are fixed immovably on U-shaped mounting bracket 25 on the outside of the head plates 21 of the supports 4. For this purpose, the train anchor 24 are guided by the mounting bracket 25, which are bolted to the head plates 21 via nuts 26. With the help of the nuts 26, it is possible to press the mounting bracket 25 to the train anchor 24, so that the mounting bracket 25 engage in the thread of the train anchor 24 and so also a fixation of the train anchor 24 along the lane direction 2 takes place.
  • connection anchor 27th arranged, each having a central, rigid rod 28 and two end welded to the rod 28 rohrformige sleeves 29.
  • connection armatures 27 are arranged at a distance from the supports 4.
  • the rod 28 may, in principle, be the same type of pull anchor or threaded rod as described above. It when each end of the rod 28 is adapted to the outer shape of the sleeve 29 is particularly advantageous. As a result, a particularly high stability of the connection between sleeve 29 and rod 28 can be achieved.
  • the sleeves 29 are pushed onto the upper and lower tension anchor 24 so that the respective connection anchor 27 connects the tension anchor 24 in the vertical direction 5 with each other. They are immovably fixed via maggot screws 30 in the sleeves 29 on the train anchors 24, so that no relative movement between sleeve 29 and train anchor 24 may occur in the direction of the road 2.
  • the maggot screws 30 engage for this purpose in the outer thread of the tension anchor 24.
  • the rod 28 lies flat against the front side 10 or on the side of the head plate 21 facing the roadway. He can also run at a distance.
  • the pull anchors 24 and the connection anchors 27 form a rigid, sturdy stiffening unit.
  • the behavior of the traffic guidance device 1 in the event of an impact will be described. If there is an impact by a vehicle on the traffic control device 1, the forces acting along the roadway direction 2 forces are not only taken up by the supports 4, which are directly affected by the impact, but the forces are also distributed over the train anchor 24 on more distant supports 4. Above all, the stability of the traffic guidance device 1 along the roadway direction 2 is substantially increased by the train anchor 24. By the connection between the upper train anchor 24 and the lower train anchor 24 through the numerous connection anchors 27th the stability of the traffic guidance device 1 is further increased. The tension anchor 24 does not bend individually in an impact but remain stiff.
  • connection anchor 27 By attaching the connection anchor 27, the typical distance of the supports 4 from 1.33 m to 2.50 m in conventional systems can be increased to over 4 m without reducing the stability of the traffic guidance device 1 upon impact. Thus, fewer supports 4 are needed than in conventional systems. This results in a weight and material savings of 30 to 40%.
  • each leg 22a of the supports 4a is penetrated by two holes, which are arranged one above the other in the vertical direction 5 and are placed approximately centrally with respect to the horizontal direction 23 in the leg 22a.
  • the lower hole is located at the level of the groove bottom 15 of the guard rail 9. Through the two holes, the mutually parallel train anchor 24 are stirred in the direction of the road 2.
  • the tension anchors 24 are fixedly connected to the supports 4 in the region of the supports 4a by nuts screwed onto them. A movement of the train anchor 24 in the lane direction 2 is not possible.
  • the upper pull anchor 24 and the lower pull anchor 24 are again firmly connected to each other via connection anchor 27a.
  • connection anchor 27a Compared to the connection anchor 27 known from the first example, the rod 28a is extended here, which extends again in the vertical direction 5.
  • the tension anchor 24 and the connection anchor 27a also form a rigid stiffening unit here.
  • the behavior of the traffic guidance device 1a in the event of a collision of a vehicle essentially corresponds to the behavior of the traffic guidance device 1 according to the first example.
  • the train anchor 24 are in a common, identical height or have an identical distance to the bottom 3.
  • the support 4b is formed here as a double-T-carrier. It has one of the road facing head plate 21 and another of the roadway facing away, parallel head plate 31, which communicate with each other via the leg 22b.
  • the pull anchors 24 are thus on opposite sides of the support 4b or are slightly spaced therefrom.
  • the pull anchors 24 are arranged in the region of the upper end of the supports 4b.
  • the train anchors 24 are parallel to each other and are connected via a plurality of connection armature 27b together in a fixed connection.
  • the rods 28b now extend in the horizontal direction 23. Compared with the In the previous two examples, the rod 28b is made extremely short, causing a high rigidity of the formed unit.
  • the traffic guidance device 1b also has extremely high stability. With regard to the behavior in the event of a collision by a vehicle, reference is made to the comments on the first example.
  • FIG. 4 A second embodiment of the invention is described. Identical parts are given the same reference numerals as in the first embodiment, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a c.
  • the support 4c is designed as a double-T-carrier.
  • the guard rail 9 again two train anchor 24 are provided.
  • the pull anchors 24 run on opposite sides of the supports 4c, ie the pull anchors 24 are offset from one another in the horizontal direction 23.
  • the train anchors 24 extend at different heights, ie they are arranged offset to one another in the vertical direction 5.
  • the upper tension anchor 24 is located on the side facing the road surface of the front head plate 21 in the region of the upper end of the support 4c or is slightly spaced therefrom, while the rear, lower tension anchor 24 on the outside at the rear Head plate 31 rests or is slightly spaced.
  • mounting bracket 25 are again provided.
  • the upper pull anchor 24 is fixedly connected to the lower pull anchor 24 again via a plurality of connection anchors 27c, whereby a rigid unit is formed.
  • the rod 28c extends obliquely, ie it extends both in the vertical direction 5 and in the horizontal direction 23. With the vertical direction 5, the rod 28c closes an angle between 15 ° and 75 °.
  • the connection anchors 27c may also be oppositely or alternately oriented.
  • the behavior of the traffic guidance device 1c in the event of an impact essentially corresponds to the behavior of the previously described traffic guidance devices 1, 1a, 1b.
  • FIG. 5 A third embodiment of the invention described. Identical parts are given the same reference numerals as in the first embodiment, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a d followed. Again, as a support 4d again a double-T-carrier use. About the guardrail 9 run this time three train anchor 24 parallel to each other in three different heights. How out Fig. 5 it can be seen, there are two train anchor 24 on the side facing the road surface of the front head plate 21. Between these two train anchors 24 is another train anchor 24 which rests against the outside of the rear head plate 31. The train anchor 24 are again fixed in position by mounting bracket 25 on the supports 4d.
  • Connection anchor 27d again provide a rigid connection between the train anchors 24.
  • the train anchor 24 are again guided by the sleeves 29.
  • the rods 28d establish a connection between the uppermost tie-rod anchor 24 and the tie-rod anchor 24 arranged underneath, and between the last-mentioned tie-rod anchor 24 and the lowermost tie-rod 24.
  • the two rods 28d enclose a substantially right angle.
  • the rods 28d are mounted in an identical position on the sleeve 29.
  • two rods 28d and three sleeves 29 are provided.
  • a sleeve 29 is shared by the two rods 28.
  • the bars 28d run obliquely, ie they extend both in the vertical direction 5 and in the horizontal direction 23.
  • the intermediate pull anchor 24 can be arranged centrally between the two outer pull anchors 24. But it can also run off-center, which would then also affect the inclination of the rods 28d. It is also conceivable to orient the formed unit inversely or alternately.
  • this embodiment has a particularly high rigidity. This is a phenomenon similar to that which accounts for the stiffness of a double-T carrier over two flat carriers arranged one behind the other.
  • the train anchor 24 are connected to the guardrail 9.
  • the train anchor 24 by means of U-shaped mounting bracket 25, which engage in the external thread of the train anchor 24, bolted to the guard rail 9.
  • the train anchors 24 are arranged in particular on the side facing away from the roadway of the guardrail 9. They are arranged in particular in the region of one of the bands 11, 12.
  • they are at least two arranged parallel to each other Huawei anchor 24 for stabilizing the traffic-guiding device 1, wherein at least one train anchor 24 is bolted to one of the bands 11,12, and at least one further train anchor 24 on the side facing away from the road Support 4 is arranged and connected thereto.
  • an arrangement of the train anchor 24 leads on the side facing away from the roadway of the crash barrier 9 to aesthetic advantages, since in this case the train anchor 24 are largely hidden by the guardrail 9, that are invisible from the road side. Another advantage is that in this arrangement, the train anchor 24 are covered by the guardrail 9, resulting in a larger impact area compared to an impact on the train anchor 24 without guardrail 9.
  • connection anchor 27 the arrangements of the train anchor 24 and the connection anchor 27 shown in the various examples can of course be combined as desired.
  • the number of mutually parallel train anchor 24 is arbitrary.
  • there are always at least two mutually parallel train anchor 24 is provided.
  • the number, arrangement and attachment of the connection anchor 27 is arbitrary.
  • three bars 28d, which along the sides of a triangle, at the corners of the sleeves 29 are arranged, may be provided. It is essential that each connection anchor 27 connects at least two mutually parallel train anchor 24 together.
  • the pull anchors 24 and the connection anchors 27 thus form a composite system.
  • connection anchors 27 and the train anchors 24 are arranged in a lattice-like manner, so that the connection anchors 27 lead to a load distribution between the train anchors 24 in the event of an impact.
  • the distance between the connection anchors 27 is flexibly adaptable to the respective needs. This results in a smaller distance to a more rigid composite.
  • the stiffness of the composite can be regulated over the length of the connection anchors 27.
  • Connection anchors 27 with shorter rods 28 result in a more rigid composite.
  • the rods 28 may in particular have a length of less than 30 cm.
  • train anchor 24 are connected to each other by the connecting nut also referred to as a sleeve, wherein the connecting nut engages around the ends of the two adjacent train anchor 24.
  • the train anchor 24 are thus bolted together. They are in particular screwed to an endless train anchor. Since the external threads of the pull anchors 24 extend over their entire length, i. the train anchor 24 have a continuous external thread, they are screwed together after any length adjustment at any point.
  • the mounting brackets 25 regardless of their arrangement in the direction of the road 2 in the outer thread of the train anchor 24 a. As a result, the train anchors 24 are particularly advantageously fixed in the direction of the road 2, which leads to an increased retention capacity of the traffic guidance device 1.
  • connection between two adjacent train anchors 24 is advantageously free of play.
  • the remaining between the outer thread of the train anchor 24 and the inner thread of the connecting nut interior can be filled with a self-damaging adhesive.
  • Suitable curable adhesive is, for example, epoxy resin.
  • the sleeves 29 have an internal thread into which the pull anchor 24 with its external thread can be screwed.
  • the rods 28 may also be connected directly to the train anchors 24, for example welded.
  • connection anchor 27 may also be formed as a profile part, in particular with a double-T-profile or as a connection plate, wherein the train anchor 24 are guided by holes in the profile part and by means of nuts, which in the outside Thread of the train anchor 24 engage, are set relative to the profile part.
  • connection anchors 27 are arranged at an angle of at least 15 °, in particular at least 45 °, in particular at least 60 ° and particularly preferably at least 80 ° to the roadway direction 2.
  • the various embodiments can be combined with each other arbitrarily.
  • the arrangement of the train anchor 24 is not limited to an arrangement above the guard rail 9 in any of the embodiments.

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

Abstract

The traffic guide unit (1), placed at the road edge, has a longitudinal guide plank (9) along the line of traffic flow (2). A number of vertical supports (4) are in the ground (3), on the side of the plank away from the traffic. At least two spaced horizontal tie rod anchors (24) stabilize the supports. A number of connecting anchors (27) lock the tie rods rigidly together across the traffic flow.

Description

Die Erfindung betrifft eine Verkehrs-Leit-Einrichtung zur Anbringung an dem Rand von Fahrbahnen für Kraftfahrzeuge.The invention relates to a traffic guidance device for attachment to the edge of roadways for motor vehicles.

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

Eine Verkehrs-Leit-Einrichtung ist beispielsweise aus der DE 10 847 445 U bekannt.A traffic guidance device is for example from the DE 10 847 445 U known.

Der Erfindung liegt daher 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 gebildet werden kann.The invention is therefore an object of the invention to provide a traffic guidance device, which has a greater retention capability over the conventional traffic guidance devices and which may be easily formed by retrofitting conventional traffic guidance facilities.

Diese Aufgabe wird durch die kennzeichnenden Merkmale des Anspruchs 1 gelöst. Der Kern der Erfindung liegt darin, eine Verkehrs-Leit-Einrichtung mit mindestens zwei Zug-Ankern zur Stabilisierung der einzelnen Stützen und mehreren, die Zug-Anker fest miteinander verbindenden Verbindungs-Ankern zu schaffen, wobei mindestens zwei Zug-Anker in einer Horizontal-Richtung beabstandet zueinander angeordnet sind. Aufgrund dieser starren Einheit aus Zug-Ankern und Verbindungs-Ankern weist die Verkehrs-Leit-Einrichtung eine besonders hohe Stabilität auf. Der Abstand zwischen zwei einander benachbart angeordneten Stützen kann daher erheblich vergrößert werden, was ein niedriges Gesamtgewicht der Verkehrs-Leit-Einrichtung ermöglicht.This object is solved by the characterizing features of claim 1. The essence of the invention is to provide a traffic guidance device with at least two train anchors for stabilizing the individual supports and a plurality of connection anchors which firmly connect the train anchors together, at least two train anchors being arranged in a horizontal position. Direction spaced from each other. Due to this rigid unit of train anchors and connection anchors, the traffic guidance device has a particularly high stability. The distance between two mutually adjacent supports can therefore be considerably increased, allowing a low total weight of the traffic guidance device.

Weitere vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen angegeben.Further advantageous embodiments of the invention are specified in the subclaims.

Zusätzliche Merkmale und Einzelheiten ergeben sich aus der nachfolgenden Beschreibung anhand der beigefügten Zeichnungen. Es zeigen

Fig. 1
eine Verkehrs-Leit-Einrichtung,
Fig. 2
eine weitere Verkehrs-Leit-Einrichtung,
Fig. 3
eine Verkehrs-Leit-Einrichtung gemäß einem ersten Ausführungsbeispiel,
Fig. 4
eine Verkehrs-Leit-Einrichtung gemäß einem zweiten Ausführungsbeispiel, und
Fig. 5
eine Verkehrs-Leit-Einrichtung gemäß einem dritten Ausführungsbeispiel.
Additional features and details will become apparent from the following description with reference to the accompanying drawings. Show it
Fig. 1
a traffic guidance facility,
Fig. 2
another traffic guidance facility,
Fig. 3
a traffic guidance device according to a first embodiment,
Fig. 4
a traffic guidance device according to a second embodiment, and
Fig. 5
a traffic guidance device according to a third embodiment.

Die Fig. 1 und 2 stellen keine erfindungsgemäßen Ausführungsformen dar, sondern dienen lediglich der Erläuterung der erfindungsgemäßen Ausführungsformen gemäß Fig. 3 bis 5.The Fig. 1 and 2 do not represent embodiments of the invention, but are merely illustrative of the embodiments according to the invention Fig. 3 to 5 ,

Im Folgenden wird unter Bezugnahme auf Fig. 1 eine Verkehrs-Leit-Einrichtung 1 beschrieben. Die Verkehrs-Leit-Einrichtung 1 ist am Rand einer Fahrbahn für Kraftfahrzeuge angebracht, um zu verhindern, dass von der Fahrbahn abkommende Fahrzeuge über den Fahrbahnrand hinausgelangen. Dies ist besonders auf Brücken, insbesondere auf Autobahnbrücken, von zentraler Bedeutung. Die Verkehrs-Leit-Einrichtung 1 kann auch zwischen Fahrbahnen mit Gegenverkehr angeordnet sein.The following is with reference to Fig. 1 a traffic routing device 1 described. The traffic guidance device 1 is mounted on the edge of a roadway for motor vehicles to prevent vehicles coming off the roadway beyond the roadway edge. This is especially true on bridges, especially on highway bridges, central. The traffic guidance device 1 can also be arranged between traffic lanes with oncoming traffic.

Die Verkehrs-Leit-Einrichtung 1 erstreckt sich entlang einer horizontalen Fahrbahn-Richtung 2, die auch der Längs-Erstreckungs-Richtung der Verkehrs-Leit-Einrichtung 1 entspricht und gemäß Fig. 1 in die Zeichnung hineinläuft. Sie weist in regelmäßigen Abständen angeordnete, mit dem Boden 3 in Verbindung stehende Stützen 4 auf. Die Stützen 4 verlaufen vertikal in einer Vertikal-Richtung 5, die hier zu dem Boden 3 senkrecht ist und sich auch senkrecht zu der Fahrbahn-Richtung 2 bzw. Längs-Richtung erstreckt. In Fig. 1 ist die Vertikal-Richtung 5 so eingezeichnet, dass sie von dem Boden 3 nach oben wegläuft.The traffic guidance device 1 extends along a horizontal roadway direction 2, which also extends the longitudinal extension direction of the traffic guidance device 1 corresponds and according to Fig. 1 into the drawing. It has arranged at regular intervals, with the bottom 3 in connection standing supports 4. The supports 4 extend vertically in a vertical direction 5, which is perpendicular to the bottom 3 here and also extends perpendicular to the roadway direction 2 or longitudinal direction. In Fig. 1 the vertical direction 5 is drawn so that it runs away from the bottom 3 upwards.

Die Stützen 4 sind identisch ausgebildet und können ein beliebiges Profil besitzen, insbesondere ein T-Profil, Doppel-T-Profil, Σ -Profil oder ein U-Profil. Sie weisen an ihrem unteren Ende 6 jeweils eine mit ihnen fest verbundene Boden-Platte 7 auf, die über Anker bzw. Schrauben 8 mit dem Boden 3 unbeweglich verbunden ist. Bei dem Boden 3 kann es sich um Beton oder Asphalt handeln. Entsprechend sind die Schrauben 8 als Betonschrauben oder Asphaltschrauben ausgebildet. Die Stützen 4 können aber auch direkt in das Erdreich zur Festlegung gerammt werden.The supports 4 are identical and can have any profile, in particular a T-profile, double T-profile, Σ-profile or a U-profile. They have at their lower end 6 in each case one fixed to them ground plate 7, which is immovably connected via anchors or screws 8 with the bottom 3. The floor 3 may be concrete or asphalt. Accordingly, the screws 8 are designed as concrete screws or asphalt screws. However, the supports 4 can also be rammed directly into the ground for fixing.

An den Stützen 4 ist eine in Fahrbahn-Richtung 2 verlaufende Leitplanke 9 befestigt. Die Leitplanke 9 ist hier an der Stützen-Vorderseite 10 angebracht, die der Fahrbahn zugewandt ist. Wie bereits erwähnt kann die Verkehrs-Leit-Einrichtung 1 auch zwischen zwei Fahrbahnen zur Trennung gegenläufigen Verkehrs angebracht sein. In diesem Fall ist die Verkehrs-Leit-Einrichtung 1 so ausgestaltet, dass auf beiden Seiten der Stützen 4 Leitplanken 9 angeordnet sind. Bei der Leitplanke 9 handelt es sich um eine Einfache-Distanz-Schutz-Planke, die abgekürzt als EDSP bezeichnet wird.At the supports 4 a running in the direction of the road 2 guardrail 9 is attached. The guardrail 9 is here attached to the support front 10, which faces the roadway. As already mentioned, the traffic guidance device 1 can also be installed between two lanes for the separation of opposing traffic. In this case, the traffic guidance device 1 is configured such that guard rails 9 are arranged on both sides of the supports 4. Guardrail 9 is a single-distance guard plank, abbreviated as EDSP.

An der Vorderseite 10 können auch zwei Leitplanken 9 übereinander befestigt werden. Die Zahl der an den Stützen 4 angebrachten Leitplanken 9 wird durch die lokalen Sicherheitserfordernisse bestimmt.At the front 10 and two crash barriers 9 can be mounted one above the other. The number of mounted on the supports 4 guard rails 9 is determined by the local security requirements.

Die Leitplanke 9 besteht aus Stahlblech. Im Profil weist diese eine in Richtung auf die Fahrbahn vorstehende, horizontal in der Fahrbahn-Richtung 2 verlaufende obere Bande 11, eine darunter angeordnete, ebenfalls horizontal verlaufende untere Bande 12 sowie eine zwischen beiden liegende, zurückspringende Längsnut 13 auf, die durch eine an die obere Bande 11 angrenzende obere Schräg-Flanke 14, einen daran angrenzenden Nutboden 15 sowie eine daran angrenzende untere Schräg-Flanke 16 gebildet wird, wobei die untere Flanke 16 ihrerseits in die untere Bande 12 übergeht.The guardrail 9 is made of sheet steel. In profile, this has a projecting in the direction of the road surface, horizontally in the roadway direction 2 extending upper band 11, an arranged underneath, also horizontally extending lower band 12 and a lying between both, recessed longitudinal groove 13 which by a to the upper band 11 adjacent upper inclined edge 14, an adjoining groove bottom 15 and an adjacent lower inclined edge 16 is formed, wherein the lower edge 16 in turn merges into the lower band 12.

Die Leitplanke 9 ist im Bereich ihres Nutbodens 15 über Schrauben 17 direkt mit den Stützen 4 verschraubt. Jeder Schraube 17 ist eine Befestigungs-Platte 18 zugeordnet, die flächig an dem Nutboden 15 anliegt. Auch an der Stütze 4 liegt eine Befestigungs-Platte 19 flächig an. Jede Schraube 17 durchdringt Bohrungen in der Befestigungs-Platte 18, der Stütze 4 und der Befestigungs-Platte 19. Auf das freie Ende der Schraube 17 ist eine passende Mutter 20 aufgedreht, wodurch die Leitplanke 9 fest an den entsprechenden Stützen 4 gehalten wird.The guardrail 9 is bolted directly to the supports 4 in the region of their groove bottom 15 via screws 17. Each screw 17 is associated with a mounting plate 18 which rests flat against the groove bottom 15. Also on the support 4 is a mounting plate 19 flat. Each screw 17 penetrates holes in the mounting plate 18, the support 4 and the mounting plate 19. On the free end of the screw 17 a matching nut 20 is turned on, whereby the guardrail 9 is held firmly on the corresponding supports 4.

In diesem Beispiel sind die Stützen 4 als T-Träger ausgestaltet. Jede Stütze 4 weist eine Kopf-Platte 21 auf, die der Leitplanke 9 zugewandt ist. Mit den Kopf-Platten 21 ist auch die Leitplanke 9 verschraubt. Ferner umfasst jede Stütze 4 einen Schenkel 22, der sich an die Kopf-Platte 21 anschließt und senkrecht zu dieser steht. Die Schenkel 22 verlaufen somit in einer Horizontal-Richtung 23 von den Kopf-Platten 21 weg. Die Horizontal-Richtung 23 erstreckt sich senkrecht zu der Fahrbahn-Richtung 2 und der Vertikal-Richtung 5. Sie ist senkrecht von der Fahrbahn weggerichtet und verläuft horizontal.In this example, the supports 4 are designed as T-beams. Each support 4 has a head plate 21 which faces the guardrail 9. With the head plates 21 and the guardrail 9 is screwed. Furthermore, each support 4 comprises a leg 22, which adjoins the head plate 21 and is perpendicular to this. The legs 22 thus extend in a horizontal direction 23 away from the head plates 21. The horizontal direction 23 extends perpendicular to the roadway direction 2 and the vertical direction 5. It is directed vertically away from the road and runs horizontally.

Zur Stabilisierung der Stützen 4 sind über der Leitplanke 9 zwei Zug-Anker 24 an den Stützen 4 angebracht; die Zug-Anker 24 sind also in der Vertikal-Richtung 5 zu der Leitplanke 9 versetzt und weisen somit einen unterschiedlichen Abstand zu dem Boden 3 auf. Bei dem auch als Gewindestab bezeichneten Zug-Anker 24 handelt es sich um einen Standard-Zug-Anker, wie er unter anderem unter der Marke "Dywidag" auf dem Markt ist. Der Zug-Anker 24 weist im Wesentlichen einen kreisförmigen Querschnitt auf und ist massiv aus vollem Material, insbesondere Stahl, ausgebildet. Insbesondere ist der Zug-Anker 24 nicht nur ein Stahlblech oder Stahlrohr. Der Zug-Anker 24 weist einen Durchmesser von 10 bis 60 mm, insbesondere 20 bis 40 mm, insbesondere 25 bis 32 mm auf. Auf seiner Außenseite ist ein grobes Außen-Gewinde vorgesehen. Auf gegenüberliegenden Seiten des Zug-Ankers 24 sind Abflachungen vorgesehen, damit der Zug-Anker 24 mit Werkzeugen ergriffen und gedreht werden kann. Der Zug-Anker 24 weist eine große Eigensteifigkeit auf, so dass auch Schubkräfte und nicht nur Zugkräfte entlang seiner Längsrichtung übertragbar sind. Insofern unterscheidet sich der Zug-Anker 24 wesentlich von einem Stahlseil. Darüber hinaus besteht bei dem Zug-Anker 24 anders als bei einem Stahlseil nicht das Problem des Durchhängens und dass das Seil vorgespannt werden muss. Der Zug-Anker 24 weist eine typische Zugfestigkeit von ca. 500 bis 600 N/mm2 auf. Vorzugsweise wird für den Zug-Anker 24 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 24 auf Zug liegt zwischen 100 und 1.200 kN, insbesondere 150 bis 630 kN. Bezogen auf die einzelnen Durchmesser sind die Bruchlasten wie folgt: bei 50 mm Durchmesser 1.080 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 24 sind durch nicht dargestellte Verbindungsmuttern mit einem zu dem Außengewinde der Zug-Anker 24 passenden Innen-gewinde zu einem endlosen Verbund verbunden. Bezüglich der Verbindung benachbarter Zug-Anker wird auf die DE 10 2006 001980.6 vom 13.01.2006, dort insbesondere auf die Figuren 2 und 3 mit der zugehörigen Beschreibung, verwiesen.To stabilize the supports 4 9 two train anchor 24 are attached to the supports 4 on the guardrail; the train anchors 24 are thus offset in the vertical direction 5 to the guard rail 9 and thus have a different distance to the bottom 3. The train anchor 24, which is also referred to as a threaded rod, is a standard train anchor, as marketed under the brand "Dywidag" among others. The tension anchor 24 has a substantially circular cross-section and is solid made of solid material, in particular steel. In particular, the pull anchor 24 is not just a sheet steel or steel pipe. The tension anchor 24 has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm. On its outside a coarse external thread is provided. On opposite sides of the tension anchor 24 flats are provided so that the train anchor 24 can be grasped and rotated with tools. The pull anchor 24 has a great inherent rigidity, so that shear forces and not only tensile forces along its longitudinal direction are transferable. In this respect, the train anchor 24 differs significantly from a steel cable. In addition, unlike a steel cord, the draw anchor 24 does not have the problem of sagging and that the rope must be pretensioned. The tension anchor 24 has a typical tensile strength of about 500 to 600 N / mm 2 . Preferably, such a strength is selected for the pull anchor 24 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 in individual cases conceivable. The breaking value of the tension anchor 24 to train is between 100 and 1,200 kN, in particular 150 to 630 kN. Relative to the individual diameters the breaking loads are as follows: at 50 mm diameter 1,080 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 24 are connected by connecting nuts, not shown, with a matching to the external thread of the train anchor 24 internal thread to an endless composite. Regarding the connection of adjacent train anchors is on the DE 10 2006 001980.6 from 13.01.2006, there in particular on the Figures 2 and 3 with the associated description.

Die Zug-Anker 24 sind parallel und mit Abstand zueinander in Fahrbahn-Richtung 2 auf der Vorderseite 10 der Stützen 4 angeordnet. Sie sind über U-förmige Befestigungs-Bügel 25 außenseitig an den Kopf-Platten 21 der Stützen 4 unbeweglich festgelegt. Hierzu sind die Zug-Anker 24 durch die Befestigungs-Bügel 25 geführt, die mit den Kopf-Platten 21 über Muttern 26 verschraubt sind. Mit Hilfe der Muttern 26 ist es möglich, die Befestigungs-Bügel 25 an die Zug-Anker 24 zu drücken, so dass die Befestigungs-Bügel 25 in das Gewinde der Zug-Anker 24 eingreifen und so auch eine Fixierung der Zug-Anker 24 entlang der Fahrbahn-Richtung 2 erfolgt.The train anchors 24 are arranged parallel to one another and at a distance from one another in the roadway direction 2 on the front side 10 of the supports 4. They are fixed immovably on U-shaped mounting bracket 25 on the outside of the head plates 21 of the supports 4. For this purpose, the train anchor 24 are guided by the mounting bracket 25, which are bolted to the head plates 21 via nuts 26. With the help of the nuts 26, it is possible to press the mounting bracket 25 to the train anchor 24, so that the mounting bracket 25 engage in the thread of the train anchor 24 and so also a fixation of the train anchor 24 along the lane direction 2 takes place.

Zwischen den Zug-Ankern 24 sind entlang der Fahrbahn-Richtung 2 in regelmäßigen Abständen von vorzugsweise 4 bis 5 m, bevorzugter von 3 m bis 4 m und am bevorzugtesten von 1 m bis 2 m Verbindungs-Anker 27 angeordnet, die jeweils einen mittigen, steifen Stab 28 und zwei endseitig mit dem Stab 28 verschweißte rohrformige Muffen 29 aufweisen. Vorzugsweise sind die Verbindungs-Anker 27 beabstandet zu den Stützen 4 angeordnet. Bei dem Stab 28 kann es sich im Grundsatz um denselben Typ von Zug-Anker oder Gewindestab handeln, wie oben beschrieben. Besonders vorteilhaft ist es, wenn jedes Ende des Stabs 28 an die Außenform der Muffe 29 angepasst ist. Hierdurch ist eine besonders hohe Stabilität der Verbindung zwischen Muffe 29 und Stab 28 erzielbar. Die Muffen 29 sind auf den oberen und unteren Zug-Anker 24 geschoben, so dass der jeweilige Verbindungs-Anker 27 die Zug-Anker 24 in Vertikal-Richtung 5 miteinander verbindet. Sie sind über Maden-Schrauben 30 in den Muffen 29 auf den Zug-Ankern 24 unbeweglich fixiert, sodass keine Relativ-Bewegung zwischen Muffe 29 und Zug-Anker 24 in Fahrbahn-Richtung 2 auftreten kann. Die Maden-Schrauben 30 greifen hierfür in das Außen-Gewinde des Zug-Ankers 24 ein. Der Stab 28 liegt dabei flächig an der Vorderseite 10 bzw. an der der Fahrbahn zugewandeten Seite der Kopf-Platte 21 an. Er kann auch beabstandet verlaufen. Die Zug-Anker 24 und die Verbindungs-Anker 27 bilden eine starre, stabile Versteifungs-Einheit.Between the train anchors 24 are along the roadway direction 2 at regular intervals of preferably 4 to 5 m, more preferably from 3 m to 4 m and most preferably from 1 m to 2 m connection anchor 27th arranged, each having a central, rigid rod 28 and two end welded to the rod 28 rohrformige sleeves 29. Preferably, the connection armatures 27 are arranged at a distance from the supports 4. The rod 28 may, in principle, be the same type of pull anchor or threaded rod as described above. It when each end of the rod 28 is adapted to the outer shape of the sleeve 29 is particularly advantageous. As a result, a particularly high stability of the connection between sleeve 29 and rod 28 can be achieved. The sleeves 29 are pushed onto the upper and lower tension anchor 24 so that the respective connection anchor 27 connects the tension anchor 24 in the vertical direction 5 with each other. They are immovably fixed via maggot screws 30 in the sleeves 29 on the train anchors 24, so that no relative movement between sleeve 29 and train anchor 24 may occur in the direction of the road 2. The maggot screws 30 engage for this purpose in the outer thread of the tension anchor 24. The rod 28 lies flat against the front side 10 or on the side of the head plate 21 facing the roadway. He can also run at a distance. The pull anchors 24 and the connection anchors 27 form a rigid, sturdy stiffening unit.

Im Folgenden wird das Verhalten der Verkehrs-Leit-Einrichtung 1 bei einem Aufprall beschrieben. Kommt es zu einem Aufprall durch ein Fahrzeug auf die Verkehrs-Leit-Einrichtung 1, so werden die entlang der Fahrbahn-Richtung 2 wirkenden Kräfte nicht nur von den Stützen 4 aufgenommen, die unmittelbar von dem Aufprall betroffen sind, sondern die auftretenden Kräfte werden auch über die Zug-Anker 24 auf weitere, entferntere Stützen 4 verteilt. Vor allem die Stabilität der Verkehrs-Leit-Einrichtung 1 entlang der Fahrbahn-Richtung 2 wird durch die Zug-Anker 24 wesentlich erhöht. Durch die Verbindung zwischen dem oberen Zug-Anker 24 und dem unteren Zug-Anker 24 durch die zahlreichen Verbindungs-Anker 27 wird die Stabilität der Verkehrs-Leit-Einrichtung 1 weiter erhöht. Die Zug-Anker 24 biegen sich nämlich bei einem Aufprall nicht einzeln durch sondern bleiben steif Durch die Anbringung der Verbindungs-Anker 27 kann der typische Abstand der Stützen 4 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 1 bei Aufprallen reduziert wird. Somit werden weniger Stützen 4 als bei herkömmlichen Systemen benötigt. Hieraus ergibt sich eine Gewichts- und Materialersparnis von 30 bis 40 %.In the following, the behavior of the traffic guidance device 1 in the event of an impact will be described. If there is an impact by a vehicle on the traffic control device 1, the forces acting along the roadway direction 2 forces are not only taken up by the supports 4, which are directly affected by the impact, but the forces are also distributed over the train anchor 24 on more distant supports 4. Above all, the stability of the traffic guidance device 1 along the roadway direction 2 is substantially increased by the train anchor 24. By the connection between the upper train anchor 24 and the lower train anchor 24 through the numerous connection anchors 27th the stability of the traffic guidance device 1 is further increased. The tension anchor 24 does not bend individually in an impact but remain stiff. By attaching the connection anchor 27, the typical distance of the supports 4 from 1.33 m to 2.50 m in conventional systems can be increased to over 4 m without reducing the stability of the traffic guidance device 1 upon impact. Thus, fewer supports 4 are needed than in conventional systems. This results in a weight and material savings of 30 to 40%.

Im Folgenden wird unter Bezugnahme auf die Fig. 2 eine weitere Verkehrs-Leit-Einrichtung 1a beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie bei dem ersten Beispiel, auf dessen Beschreibung hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten a. Bei diesem Beispiel sind die Zug-Anker 24 durch die Stützen 4a gefiihrt. Hierzu ist jeder Schenkel 22a der Stützen 4a von zwei Bohrungen durchsetzt, die in der Vertikal-Richtung 5 übereinander angeordnet sind und bezüglich der Horizontal-Richtung 23 ungefähr mittig in dem Schenkel 22a platziert sind. Die untere Bohrung befindet sich auf der Höhe des Nutgrunds 15 der Leitplanke 9. Durch die beiden Bohrungen sind die zueinander parallelen Zug-Anker 24 in Fahrbahn-Richtung 2 gerührt. Die Zug-Anker 24 sind im Bereich der Stützen 4a durch auf diesen aufgeschraubte Muttern mit den Stützen 4 fest verbunden. Eine Bewegung der Zug-Anker 24 in Fahrbahn-Richtung 2 ist nicht möglich. Der obere Zug-Anker 24 und der untere Zug-Anker 24 sind wieder über Verbindungs-Anker 27a miteinander fest verbunden. Gegenüber dem aus dem ersten Beispiel bekannten Verbindungs-Anker 27 ist hier der Stab 28a verlängert, der wieder in der Vertikal-Richtung 5 verläuft. Die Zug-Anker 24 und die Verbindungs-Anker 27a bilden auch hier eine starre Versteifungs-Einheit.The following is with reference to the Fig. 2 another traffic routing device 1a described. Identical parts are given the same reference numbers as in the first example, to the description of which reference is hereby made. Structurally different but functionally similar parts receive the same reference numerals with a following a. In this example, the pull anchors 24 are guided by the supports 4a. For this purpose, each leg 22a of the supports 4a is penetrated by two holes, which are arranged one above the other in the vertical direction 5 and are placed approximately centrally with respect to the horizontal direction 23 in the leg 22a. The lower hole is located at the level of the groove bottom 15 of the guard rail 9. Through the two holes, the mutually parallel train anchor 24 are stirred in the direction of the road 2. The tension anchors 24 are fixedly connected to the supports 4 in the region of the supports 4a by nuts screwed onto them. A movement of the train anchor 24 in the lane direction 2 is not possible. The upper pull anchor 24 and the lower pull anchor 24 are again firmly connected to each other via connection anchor 27a. Compared to the connection anchor 27 known from the first example, the rod 28a is extended here, which extends again in the vertical direction 5. The tension anchor 24 and the connection anchor 27a also form a rigid stiffening unit here.

Das Verhalten der Verkehrs-Leit-Einrichtung 1a bei einem Aufprall eines Fahrzeugs entspricht im Wesentlichen dem Verhalten der Verkehrs-Leit-Einrichtung 1 gemäß dem ersten Beispiel.The behavior of the traffic guidance device 1a in the event of a collision of a vehicle essentially corresponds to the behavior of the traffic guidance device 1 according to the first example.

Im Folgenden wird unter Bezugnahme auf Fig. 3 ein erstes Ausführungbeispiel der Erfindung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie bei dem Beispiel gemäß Fig. 1, auf das hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten b. Bei diesem Ausführungsbeispiel befinden sich die Zug-Anker 24 in einer gemeinsamen, identischen Höhe bzw. weisen einen identischen Abstand zu dem Boden 3 auf. Verglichen mit dem Beispiel gemäß Fig. 1 verlaufen dagegen die Zug-Anker 24 in der Horizontal-Richtung 23 versetzt zueinander über der Leitplanke 9 Die Stütze 4b ist hier als Doppel-T-Träger ausgebildet. Sie weist eine der Fahrbahn zugewandte Kopf-Platte 21 und eine weitere der Fahrbahn abgewandte, parallele Kopf-Platte 31 auf, die über den Schenkel 22b miteinander in Verbindung stehen. Der vordere Zug-Anker 24, der sich näher an der Fahrbahn als der andere Zug-Anker 24 befindet, erstreckt sich dabei außenseitig an der vorderen Kopf-Platte 21, während sich der hintere Zug-Anker 24 außenseitig entlang der hinteren Kopf-Platte 31 erstreckt. Die Zug-Anker 24 liegen somit an einander abgewandten Seiten der Stütze 4b an oder sind geringfügig von dieser beabstandet. Wie bei dem Beispiel gemäß Fig. 1 sind zur Festlegung der Zug-Anker 24 an den Stützen 4b Befestigungs-Bügel 25 vorgesehen. Vorzugsweise sind die Zug-Anker 24 im Bereich des oberen Endes der Stützen 4b angeordnet. Die Zug-Anker 24 verlaufen parallel zueinander und stehen über mehrere Verbindungs-Anker 27b miteinander in fester Verbindung. Die Stäbe 28b erstrecken sich nun in der Horizontal-Richtung 23. Verglichen mit den vorherigen beiden Beispielen, ist der Stab 28b äußerst kurz ausgebildet, was eine hohe Steifigkeit der gebildeten Einheit bewirkt.The following is with reference to Fig. 3 a first embodiment of the invention will be described. Identical parts are given the same reference numerals as in the example according to FIG Fig. 1 , to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b. In this embodiment, the train anchor 24 are in a common, identical height or have an identical distance to the bottom 3. Compared with the example according to Fig. 1 In contrast, the train anchor 24 in the horizontal direction 23 offset from each other on the guardrail 9 The support 4b is formed here as a double-T-carrier. It has one of the road facing head plate 21 and another of the roadway facing away, parallel head plate 31, which communicate with each other via the leg 22b. The front train anchor 24, which is located closer to the road than the other train anchor 24, extends on the outside on the front head plate 21, while the rear train anchor 24 on the outside along the rear head plate 31st extends. The pull anchors 24 are thus on opposite sides of the support 4b or are slightly spaced therefrom. As in the example according to Fig. 1 are for fixing the train anchor 24 on the supports 4 b mounting bracket 25 is provided. Preferably, the pull anchors 24 are arranged in the region of the upper end of the supports 4b. The train anchors 24 are parallel to each other and are connected via a plurality of connection armature 27b together in a fixed connection. The rods 28b now extend in the horizontal direction 23. Compared with the In the previous two examples, the rod 28b is made extremely short, causing a high rigidity of the formed unit.

Auch die Verkehrs-Leit-Einrichtung 1b weist eine äußerst hohe Stabilität auf. Bezüglich des Verhaltens bei einem Aufprall durch ein Fahrzeug wird auf die Ausführungen zu dem ersten Beispiel verwiesen.The traffic guidance device 1b also has extremely high stability. With regard to the behavior in the event of a collision by a vehicle, reference is made to the comments on the first example.

Im Folgenden wird unter Bezugnahme auf Fig. 4 ein zweites Ausführungbeispiel der Erfindung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie bei dem ersten Ausführungsbeispiel, auf das hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten c. Auch hier ist die Stütze 4c als Doppel-T-Träger ausgebildet. Oberhalb der Leitplanke 9 sind wieder zwei Zug-Anker 24 vorgesehen. Wie bei dem vorherigen Ausführungsbeispiel verlaufen die Zug-Anker 24 auf gegenüberliegenden Seiten der Stützen 4c, d.h. die Zug-Anker 24 sind in der Horizontal-Richtung 23 zueinander versetzt. Die Zug-Anker 24 verlaufen in verschiedenen Höhen, d.h. sie sind in der Vertikal-Richtung 5 zueinander versetzt angeordnet. Der obere Zug-Anker 24 liegt dabei an der der Fahrbahn zugewandten Seite der vorderen Kopf-Platte 21 im Bereich des oberen Endes der Stütze 4c an bzw. ist geringfügig von dieser beabstandet, während der hintere, untere Zug-Anker 24 außenseitig an der hinteren Kopf-Platte 31 anliegt bzw. geringfügig beabstandet ist. Zur Befestigung der Zug-Anker 24 an den Stützen 4c sind wieder Befestigungs-Bügel 25 vorgesehen. Der obere Zug-Anker 24 ist mit dem unteren Zug-Anker 24 wieder über mehrere Verbindungs-Anker 27c fest verbunden, wodurch eine starre Einheit gebildet wird. Der Stab 28c verläuft schräg, d.h. er erstreckt sich sowohl in die Vertikal-Richtung 5 als auch in die Horizontal-Richtung 23. Mit der Vertikal-Richtung 5 schließt der Stab 28c einen Winkel zwischen 15° und 75° ein. Die Verbindungs-Anker 27c können auch entgegengesetzt oder abwechselnd orientiert werden.The following is with reference to Fig. 4 A second embodiment of the invention is described. Identical parts are given the same reference numerals as in the first embodiment, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a c. Again, the support 4c is designed as a double-T-carrier. Above the guard rail 9 again two train anchor 24 are provided. As in the previous exemplary embodiment, the pull anchors 24 run on opposite sides of the supports 4c, ie the pull anchors 24 are offset from one another in the horizontal direction 23. The train anchors 24 extend at different heights, ie they are arranged offset to one another in the vertical direction 5. The upper tension anchor 24 is located on the side facing the road surface of the front head plate 21 in the region of the upper end of the support 4c or is slightly spaced therefrom, while the rear, lower tension anchor 24 on the outside at the rear Head plate 31 rests or is slightly spaced. To attach the train anchor 24 to the supports 4c mounting bracket 25 are again provided. The upper pull anchor 24 is fixedly connected to the lower pull anchor 24 again via a plurality of connection anchors 27c, whereby a rigid unit is formed. The rod 28c extends obliquely, ie it extends both in the vertical direction 5 and in the horizontal direction 23. With the vertical direction 5, the rod 28c closes an angle between 15 ° and 75 °. The connection anchors 27c may also be oppositely or alternately oriented.

Das Verhalten der Verkehrs-Leit-Einrichtung 1c bei einem Aufprall entspricht im Wesentlichen dem Verhalten der vorher beschriebenen Verkehrs-Leit-Einrichtungen 1, 1a, 1b.The behavior of the traffic guidance device 1c in the event of an impact essentially corresponds to the behavior of the previously described traffic guidance devices 1, 1a, 1b.

Im Folgenden wird unter Bezugnahme auf die Fig. 5 ein drittes Ausführungsbeispiel der Erfindung beschrieben. Identische Teile erhalten dieselben Bezugszeichen wie bei dem ersten Ausführungsbeispiel, auf das hiermit verwiesen wird. Konstruktiv unterschiedliche, jedoch funktionell gleichartige Teile erhalten dieselben Bezugszeichen mit einem nachgestellten d. Auch hier findet als Stütze 4d wieder ein Doppel-T-Träger Verwendung. Über der Leitplanke 9 verlaufen diesmal drei Zug-Anker 24 parallel zueinander in drei verschiedenen Höhen. Wie aus Fig. 5 ersichtlich ist, befinden sich zwei Zug-Anker 24 an der der Fahrbahn zugewandten Seite der vorderen Kopf-Platte 21. Zwischen diesen beiden Zug-Ankern 24 befindet sich ein weiterer Zug-Anker 24, der außenseitig an der hinteren Kopf-Platte 31 anliegt. Die Zug-Anker 24 sind in ihrer Position wieder durch Befestigungs-Bügel 25 an den Stützen 4d festgelegt. Verbindungs-Anker 27d sorgen wieder für eine starre Verbindung zwischen den Zug-Ankern 24. Dabei sind die Zug-Anker 24 wieder durch die Muffen 29 geführt. Die Stäbe 28d stellen dabei eine Verbindung zwischen dem obersten Zug-Anker 24 und dem darunter angeordneten Zug-Anker 24 sowie zwischen dem letztgenannten Zug-Anker 24 und dem untersten Zug-Anker 24 her. Hierfür erstrecken sich von den Muffen 29, die sich auf dem zwischengeschalteten Zug-Anker 24 befinden, zwei Stäbe 28d in unterschiedlichen WinkelPositionen radial weg, die dann mit der den obersten Zug-Anker 24 aufnehmenden Muffe 29 bzw. mit der den untersten Zug-Anker 24 aufnehmenden Muffe 29 in fester Verbindung stehen. Durch die beiden Stäbe 28d wird ein im Wesentlichen rechter Winkel eingeschlossen. Bezüglich der Fahrbahn-Richtung 2 sind die Stäbe 28d in einer identischen Lage an der Muffe 29 angebracht. Bei diesem Ausführungsbeispiel sind zwei Stäbe 28d und drei Muffen 29 vorgesehen. Eine Muffe 29 wird von den beiden Stäben 28 geteilt. Auch hierverlaufen die Stäbe 28d schräg, d.h. sie erstrecken sich sowohl in der Vertikal-Richtung 5 als auch in der Horizontal-Richtung 23. Der zwischengeschaltete Zug-Anker 24 kann mittig zwischen den beiden äußeren Zug-Ankern 24 angeordnet sein. Er kann aber auch außermittig verlaufen, was sich dann auch auf die Neigung der Stäbe 28d auswirken würde. Es ist auch denkbar, die gebildete Einheit umgekehrt oder abwechselnd zu orientieren.The following is with reference to the Fig. 5 A third embodiment of the invention described. Identical parts are given the same reference numerals as in the first embodiment, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a d followed. Again, as a support 4d again a double-T-carrier use. About the guardrail 9 run this time three train anchor 24 parallel to each other in three different heights. How out Fig. 5 it can be seen, there are two train anchor 24 on the side facing the road surface of the front head plate 21. Between these two train anchors 24 is another train anchor 24 which rests against the outside of the rear head plate 31. The train anchor 24 are again fixed in position by mounting bracket 25 on the supports 4d. Connection anchor 27d again provide a rigid connection between the train anchors 24. In this case, the train anchor 24 are again guided by the sleeves 29. In this case, the rods 28d establish a connection between the uppermost tie-rod anchor 24 and the tie-rod anchor 24 arranged underneath, and between the last-mentioned tie-rod anchor 24 and the lowermost tie-rod 24. For this extend from the sleeves 29, located on the intermediate Pull anchor 24 are located, two rods 28d in different angular positions radially away, which then stand with the uppermost tie-armature 24 receiving sleeve 29 or with the lowest train anchor 24 receiving sleeve 29 in a fixed connection. The two bars 28d enclose a substantially right angle. With respect to the lane direction 2, the rods 28d are mounted in an identical position on the sleeve 29. In this embodiment, two rods 28d and three sleeves 29 are provided. A sleeve 29 is shared by the two rods 28. Here too, the bars 28d run obliquely, ie they extend both in the vertical direction 5 and in the horizontal direction 23. The intermediate pull anchor 24 can be arranged centrally between the two outer pull anchors 24. But it can also run off-center, which would then also affect the inclination of the rods 28d. It is also conceivable to orient the formed unit inversely or alternately.

Verglichen mit den vorherigen Ausführungsbeispielen weist dieses Ausführungsbeispiel eine besonders hohe Steifigkeit auf. Hierbei handelt es sich um ein ähnliches Phänomen wie das, welches die Steifigkeit eines Doppel-T-Trägers gegenüber zwei hintereinander angeordneten flachen Trägern begründet.Compared to the previous embodiments, this embodiment has a particularly high rigidity. This is a phenomenon similar to that which accounts for the stiffness of a double-T carrier over two flat carriers arranged one behind the other.

In einem weiteren, in den Figuren nicht dargestellten Ausführungsbeispiel sind die Zug-Anker 24 mit der Leitplanke 9 verbunden. Hierbei sind die Zug-Anker 24 mittels U-förmiger Befestigungs-Bügel 25, welche in das Außen-Gewinde der Zug-Anker 24 eingreifen, mit der Leitplanke 9 verschraubt. Die Zug-Anker 24 sind insbesondere auf der der Fahrbahn abgewandten Seite der Leitplanke 9 angeordnet. Sie sind insbesondere im Bereich einer der Banden 11, 12 angeordnet. Hierbei sind mindestens zwei parallel zueinander angeordnete Zug-Anker 24 zur Stabilisierung der Verkehrs-Leit-Einrichtung 1 vorgesehen, wobei mindestens ein Zug-Anker 24 mit einer der Banden 11,12 verschraubt ist, und mindestens ein weiterer Zug-Anker 24 auf der der Fahrbahn abgewandten Seite der Stütze 4 angeordnet und mit diesen verbunden ist. Durch die zusätzliche Befestigung der Zug-Anker 24 an der Leitplanke 9 kann gleichzeitig mit der Stabilisierung der Stützen 4 auch eine Verstärkung der Rückhalte-Fähigkeit der Leitplanke 9 erreicht werden. Außerdem führt eine Anordnung der Zug-Anker 24 auf der der Fahrbahn abgewandten Seite der Leitplanke 9 zu ästhetischen Vorteilen, da hierbei die Zug-Anker 24 weitestgehend von der Leitplanke 9 verdeckt werden, d.h. von der Fahrbahnseite aus unsichtbar sind. Ein weiterer Vorteil besteht darin, dass bei dieser Anordnung die Zug-Anker 24 von der Leitplanke 9 verdeckt werden, was zu einer größeren Aufprall-Fläche im Vergleich zu einem Aufprall auf die Zug-Anker 24 ohne Leitplanke 9 führt.In another, not shown in the figures embodiment, the train anchor 24 are connected to the guardrail 9. Here, the train anchor 24 by means of U-shaped mounting bracket 25, which engage in the external thread of the train anchor 24, bolted to the guard rail 9. The train anchors 24 are arranged in particular on the side facing away from the roadway of the guardrail 9. They are arranged in particular in the region of one of the bands 11, 12. Here are at least two arranged parallel to each other Zug anchor 24 for stabilizing the traffic-guiding device 1, wherein at least one train anchor 24 is bolted to one of the bands 11,12, and at least one further train anchor 24 on the side facing away from the road Support 4 is arranged and connected thereto. Due to the additional attachment of the train anchor 24 to the guard rail 9 can be achieved simultaneously with the stabilization of the supports 4, an enhancement of the retention capability of the guard rail 9. In addition, an arrangement of the train anchor 24 leads on the side facing away from the roadway of the crash barrier 9 to aesthetic advantages, since in this case the train anchor 24 are largely hidden by the guardrail 9, that are invisible from the road side. Another advantage is that in this arrangement, the train anchor 24 are covered by the guardrail 9, resulting in a larger impact area compared to an impact on the train anchor 24 without guardrail 9.

Schließlich sei darauf hingewiesen, dass die in den verschiedenen Beispielen dargestellten Anordnungen der Zug-Anker 24 bzw. der Verbindungs-Anker 27 selbstverständlich beliebig miteinander kombiniert werden können. Insbesondere ist die Anzahl der parallel zueinander angeordneten Zug-Anker 24 frei wählbar. Es sind jedoch stets mindestens zwei parallel zueinander angeordnete Zug-Anker 24 vorgesehen. Ebenso ist die Anzahl, Anordnung und Befestigung der Verbindungs-Anker 27 frei wählbar. Beispielsweise können beim Ausführungsbeispiel gemäß Fig. 5 auch drei Stäbe 28d, welche entlang den Seiten eines Dreiecks, an dessen Ecken sich die Muffen 29 befinden, angeordnet sind, vorgesehen sein. Wesentlich ist, dass jeder Verbindungs-Anker 27 mindestens zwei parallel zueinander angeordnete Zug-Anker 24 miteinander verbindet. Die Zug-Anker 24 und die Verbindungs-Anker 27 bilden somit ein Verbund-System. Hierbei sind die Verbindungs-Anker 27 und die Zug-Anker 24 fachwerkartig angeordnet, sodass die Verbindungs-Anker 27 bei einem Aufprall zu einer Lastverteilung zwischen den Zug-Ankern 24 führen. Der Abstand zwischen den Verbindungs-Ankern 27 ist flexibel an die jeweiligen Bedürfnisse anpassbar. Hierbei fuhrt ein geringerer Abstand zu einem steiferen Verbund. Des Weiteren kann die Steifheit des Verbundes über die Länge der Verbindungs-Anker 27 reguliert werden. Verbindungs-Anker 27 mit kürzeren Stäben 28 führen zu einem steiferen Verbund. Die Stäbe 28 können insbesondere eine Länge von weniger als 30 cm aufweisen.Finally, it should be noted that the arrangements of the train anchor 24 and the connection anchor 27 shown in the various examples can of course be combined as desired. In particular, the number of mutually parallel train anchor 24 is arbitrary. However, there are always at least two mutually parallel train anchor 24 is provided. Likewise, the number, arrangement and attachment of the connection anchor 27 is arbitrary. For example, in the embodiment according to Fig. 5 also three bars 28d, which along the sides of a triangle, at the corners of the sleeves 29 are arranged, may be provided. It is essential that each connection anchor 27 connects at least two mutually parallel train anchor 24 together. The pull anchors 24 and the connection anchors 27 thus form a composite system. Here are the connection anchors 27 and the train anchors 24 are arranged in a lattice-like manner, so that the connection anchors 27 lead to a load distribution between the train anchors 24 in the event of an impact. The distance between the connection anchors 27 is flexibly adaptable to the respective needs. This results in a smaller distance to a more rigid composite. Furthermore, the stiffness of the composite can be regulated over the length of the connection anchors 27. Connection anchors 27 with shorter rods 28 result in a more rigid composite. The rods 28 may in particular have a length of less than 30 cm.

Besonders vorteilhaft an dem Verbund-System ist, dass jeweils zwei in Fahrbahn-Richtung 2 hintereinander angeordnete, benachbarte Zug-Anker 24 durch die auch als Muffe bezeichnete Verbindungsmutter miteinander verbunden sind, wobei die Verbindungsmutter die Enden der zwei benachbarten Zug-Anker 24 umgreift. Die Zug-Anker 24 sind somit miteinander verschraubt. Sie sind insbesondere zu einem Endlos-Zug-Anker verschraubbar. Da sich das Außen-Gewinde der Zug-Anker 24 über deren gesamte Länge erstreckt, d.h. die Zug-Anker 24 ein durchgehendes Außen-Gewinde aufweisen, sind sie auch nach einer möglichen Längen-Anpassung an jeder beliebigen Stelle miteinander verschraubbar. Des weiteren greifen die Befestigungs-Bügel 25 unabhängig von ihrer Anordnung in Fahrbahn-Richtung 2 in das Außen-Gewinde der Zug-Anker 24 ein. Hierdurch sind die Zug-Anker 24 besonders vorteilhaft in Fahrbahn-Richtung 2 fixiert, was zu einer erhöhten Rückhaltefähigkeit der Verkehrs-Leit-Einrichtung 1 führt.Particularly advantageous in the composite system is that in each case two in the direction of the road 2 arranged in succession, adjacent train anchor 24 are connected to each other by the connecting nut also referred to as a sleeve, wherein the connecting nut engages around the ends of the two adjacent train anchor 24. The train anchor 24 are thus bolted together. They are in particular screwed to an endless train anchor. Since the external threads of the pull anchors 24 extend over their entire length, i. the train anchor 24 have a continuous external thread, they are screwed together after any length adjustment at any point. Furthermore, the mounting brackets 25, regardless of their arrangement in the direction of the road 2 in the outer thread of the train anchor 24 a. As a result, the train anchors 24 are particularly advantageously fixed in the direction of the road 2, which leads to an increased retention capacity of the traffic guidance device 1.

Ein weiterer Vorteil der Verwendung von massiven Zug-Anker 24 mit einer großen Eigensteifigkeit besteht darin, dass diese nicht vorgespannt werden müssen. Das System aus den Stützen 4 und den Zug-Ankern 24 ist somit im Ausgangszustand insbesondere spannungsfrei. Hierdurch werden ungünstige Belastungen auf die Verankerung der Stützen 4 im Boden 3 vermieden.
Spezielle Verankerungs-Vorrichtungen zur Entlastung der Stützen 4 werden nicht benötigt.Another advantage of using massive pull anchors 24 with great inherent rigidity is that they do not have to be biased. The system of the supports 4 and the train anchors 24 is thus in the initial state in particular stress-free. As a result, unfavorable loads on the anchoring of the supports 4 in the bottom 3 are avoided.
Special anchoring devices to relieve the supports 4 are not needed.

Die Verbindung zwischen zwei benachbarten Zug-Ankern 24 ist vorteilhafterweise spielfrei. Hierzu kann der zwischen dem Außen-Gewinde der Zug-Anker 24 und dem Innen-Gewinde der Verbindungsmutter verbleibende Innenraum mit einer seibstaushärtenden Klebemasse aufgefüllt sein. Als aushärtbare Klebemasse kommt beispielsweise Epoxidharz in Frage.The connection between two adjacent train anchors 24 is advantageously free of play. For this purpose, the remaining between the outer thread of the train anchor 24 and the inner thread of the connecting nut interior can be filled with a self-damaging adhesive. Suitable curable adhesive is, for example, epoxy resin.

In einer besonders vorteilhaften Ausführungsform weisen die Muffen 29 ein Innen-Gewinde auf, in welches die Zug-Anker 24 mit ihrem Außen-Gewinde einschraubbar sind. Die Stäbe 28 können auch direkt mit den Zug-Ankern 24 verbunden, beispielsweise verschweißt sein.In a particularly advantageous embodiment, the sleeves 29 have an internal thread into which the pull anchor 24 with its external thread can be screwed. The rods 28 may also be connected directly to the train anchors 24, for example welded.

Die Verbindungs-Anker 27 können auch als Profil-Teil, insbesondere mit einem Doppel-T-Profil oder als Verbindungs-Platte ausgebildet sein, wobei die Zug-Anker 24 durch Bohrungen im Profil-Teil geführt sind und mittels Muttern, welche in das Außen-Gewinde der Zug-Anker 24 eingreifen, relativ zum Profil-Teil festgelegt sind.The connection anchor 27 may also be formed as a profile part, in particular with a double-T-profile or as a connection plate, wherein the train anchor 24 are guided by holes in the profile part and by means of nuts, which in the outside Thread of the train anchor 24 engage, are set relative to the profile part.

Allgemein sind die Verbindungs-Anker 27 unter einem Winkel von mindestens 15°, insbesondere mindestens 45°, insbesondere mindestens 60° und besonders bevorzugt mindestens 80° zur Fahrbahn-Richtung 2 angeordnet.In general, the connection anchors 27 are arranged at an angle of at least 15 °, in particular at least 45 °, in particular at least 60 ° and particularly preferably at least 80 ° to the roadway direction 2.

Selbstverständlich können die verschiedenen Ausführungsformen beliebig miteinander kombiniert werden. Des Weiteren ist die Anordnung der Zug-Anker 24 bei keinem der Ausführungsbeispiele auf eine Anordnung oberhalb der Leitplanke 9 beschränkt.Of course, the various embodiments can be combined with each other arbitrarily. Furthermore, the arrangement of the train anchor 24 is not limited to an arrangement above the guard rail 9 in any of the embodiments.

Claims (8)

  1. Traffic guidance device (1b; 1c; 1d) to be installed at the edge of roads for vehicles, the traffic guidance device (1b; 1c; 1d) comprising:
    a) at least one guide barrier (9) which faces the road and extends along the edge of the road in a longitudinal direction (2);
    b) several supports (4b; 4c; 4d) which are arranged on the side of the at least one guide barrier (9) remote from the road, which are connected to the at least one guide barrier (9), and which are supported on and secured to the ground (3);
    c) at least two con-rods (24) extending in the longitudinal direction (2) for stabilising the supports (4b; 4c; 4d), wherein the con-rods (24) extend at a distance from one another; and
    d) several connection rods (27b; 27c; 27d) which
    i) interconnect the at least two con-rods (24) and
    ii) extend cross-wise to the longitudinal direction (2),
    e) characterised in that the at least two con-rods (24) are arranged at a distance from one another in a horizontal direction (23).
  2. Traffic guidance device (1b; 1c; 1d) according to claim 1, characterised in that at least one con-rod (24) is arranged on the side of the supports (4b; 4c; 4d) facing the road, and at least one con-rod (24) is arranged on the side of the supports (4b; 4c; 4d) remote from the road.
  3. Traffic guidance device (1b; 1c; 1d) according to one of the preceding claims, characterised in that each connection rod (27b; 27c; 27d) comprises at least one bar (28b; 28c; 28d) and at least two sockets (29) for receiving the con-rods (24).
  4. Traffic guidance device (1b; 1c; 1d) according to one of the preceding claims, characterised in that the connection rods (27b; 27c; 27d) are arranged at regular distances along the longitudinal direction (2).
  5. Traffic guidance device (1b; 1c; 1d) according to one of the preceding claims, characterised in that the con-rods (24) are solid and have a high inherent stiffness.
  6. Traffic guidance device (1b; 1c; 1d) according to one of the preceding claims, characterised in that the con-rods (24) have a coarse external thread.
  7. Traffic guidance device (1b; 1c; 1d) according to claim 6, characterised in that adjacent con-rods (24) are interconnected by connection nuts with an internal thread matching the external thread of the con-rods (24).
  8. Traffic guidance device (1b; 1c; 1d) according to one of the preceding claims 6 or 7, characterised in that the con-rods (24) are fastened to the supports (4b; 4c; 4d) by means of fastening brackets (25) which engage into the external thread of the con-rods (24), the con-rods (24) thus being secured in the longitudinal direction (2).
EP07021615A 2006-11-08 2007-11-07 Traffic guidance device Active EP1921211B1 (en)

Applications Claiming Priority (1)

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DE102006052907 2006-11-08

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EP1921211A1 EP1921211A1 (en) 2008-05-14
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EP07021615A Active EP1921211B1 (en) 2006-11-08 2007-11-07 Traffic guidance device

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AT (1) ATE421616T1 (en)
DE (1) DE502007000402D1 (en)

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Publication number Priority date Publication date Assignee Title
DE102010019216A1 (en) 2010-05-04 2011-11-10 Sah Verkehrstechnik Gmbh guardrail

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1847445U (en) 1961-12-02 1962-03-01 Westfaelische Drahtindustrie GUIDANCE FOR SAFETY ROAD TRAFFIC.
US3185445A (en) * 1962-03-19 1965-05-25 Calman S Pruscha Divided lane highway guard
DE10062648A1 (en) * 2000-12-15 2002-06-27 Sps Schutzplanken Gmbh Passive retaining device used for protecting roadway, especially as crash protection on road bridge, comprises third protection device arranged between first and a second protection device and extending along the roadway
DE102006052911A1 (en) * 2006-02-06 2007-09-20 TOGE-Dübel A. Gerhard KG Traffic-guide assembly

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EP1921211A1 (en) 2008-05-14
DE502007000402D1 (en) 2009-03-12

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