EP2020460B1 - Transition device from a concrete protective wall to a steel safety barrier on streets - Google Patents

Abstract

A crash barrier for roadside has an improved connecting module (7) between a concrete section (2) and a steel section (3). A concrete base (8) supports a concrete inner support with a steel cover with sloping profile (9) and with the end of the steel planking secured to a vertical mounting. The steel covers are secured into the concrete base. The cover is fitted from the top and the voids inside the cover are filled with cast concrete.

Description

The invention relates to a transition device from a concrete protective wall to a steel safety barrier on roads having the features of the preamble of claim 1.

The existing guidelines for passive safety devices on roads (RPS, Stand 06/1996) define protective devices on roads for continuous use, on the one hand protective walls, in particular concrete protection walls, on the other hand guard rail systems, in particular with steel safety barriers. The terms "concrete safety barrier" and "steel safety barrier" are understood in the present application documents as defined in the RPS guidelines of the Federal Ministry of Transport.

For concrete protection walls, a distinction is made between single-sided and double-sided concrete protection walls. A concrete protection wall has regularly on the road side, with a double-sided concrete protection wall on both sides, a beveled base and towering over then the actual protective wall, which extends up to a height of about 90 cm regularly. The impact surfaces of the concrete protective wall are directed obliquely to the roadway, so that a vehicle is deflected back in an impact in the direction of the road. The height of the concrete protection wall depends on the requirements of the traffic route. It is intended to prevent the concrete protective wall from being run over by vehicles which normally travel on the traffic route.

A concrete protective wall redirects the vehicle back onto the road in the event of a lesser impact, for example of a car, without seriously destroying energy. In a strong impact, the concrete protective wall is destroyed.

Steel crash barriers behave quite differently. For steel safety barriers, there are different arrangements of different resistance classes (Gütegemeinschaft Stahlschutzplanken, Info 2/2006). In containment level H1, among others, the systems EDSP (one-sided) and DDSP (two-sided) are known, in containment level H2 one knows in particular various versions of the system SUPER-RAIL, which is also very common in containment level H4b. In detail may so far on the above-mentioned regulations and information are referred to (RPS, Info Stahlschutzplanken).

Steel crash barriers deform during a collision of a motor vehicle under conversion of a significant amount of kinetic energy and behave therefore completely different than a concrete barrier.

In many cases there is a need to make a transition from a concrete barrier to a steel barrier on roads. With such a transition device, the teaching of the present invention is concerned. The basic problem of such a transition device is that the concrete protection wall has a completely different cross-section than the steel guardrail and that the concrete barrier is rigid, while the steel guard rail deliberately evades in a collision in an impact.

In the known transition device, from which the invention proceeds ( DE-A-37 42 356 ), the transition structure is part of the concrete protection wall. It has an increasingly changing cross section towards the outlet end. In particular, the concrete protection wall in its transition structure forming portion on a mounting surface, which is set back from the longitudinal side surface of the concrete protection wall otherwise such that the size of the offset of the depth of the spar or the two superimposed bars corresponds to the steel guardrail. Pointed away from the concrete protection wall, the concrete attachment section merges into a concrete discharge section with a depth substantially constant in the longitudinal direction but decreasing to zero. In the further course you will find only the steel guardrail, the horizontally extending spars are supported by posts in increasingly large intervals.

The above-described, known transition device, from which the invention proceeds, must be turned on site and poured or made by casting precast concrete elements provided with reinforcing elements on site. This is a complicated and expensive procedure. In addition, it has been shown that the change in the retention properties of the concrete protection wall on the steel guardrail or vice versa is not yet optimally continuous. The latter is desirable to such a transition device at a Optimize impact. Finally, the known transition device after a strong impact even with great effort interchangeable.

A transition device from a concrete protective wall to a steel safety barrier on roads ( DE-U-20 2005 008 391 ), in which the transition structure is a hood, in particular made of sheet steel, which is placed over a certain length piece on the end of the concrete protection wall and then further hollow from the end of the concrete protection wall to corresponding, anchored in the ground post. As viewed in the longitudinal direction, this bonnet made of steel sheet changes its contour from the contour of the concrete protective wall to a substantially box-shaped contour with a substantially vertically oriented and longitudinally extending attachment surface to which the spars of the steel guardrail are bolted. In this design, the change in longitudinal restraint properties from the concrete protection wall to the steel guardrail is significantly dependent on anchoring the hood by means of the posts anchored in the ground.

In a crash barrier arrangement for junctions of a median strip of highways with pivotally mounted guard rail sections ( DE-U-20 2005 002 859 ) it is known to realize the transitional construction of the concrete protection wall on the movable guard rail assembly with a hood made of sheet steel, which is poured out with concrete on site. However, this construction is limited to junctions with pivotally mounted guardrail sections and is not concerned with a transition from a concrete barrier to a normal steel guardrail.

The teaching is based on the problem at the outset explained, the starting point forming transition device to design and further that it is inexpensive to produce, inexpensive after a collision interchangeable or repairable and also in the longitudinal direction continuously changing retention properties.

The above-indicated problem is solved in a transition device with the features of the preamble of claim 1 by the features of the characterizing part of claim 1.

Unlike in the prior art, the transitional construction is not a different sized part of the concrete protection wall, but rather the concrete protection wall ends at a substantially vertically oriented end face. This is followed, possibly also with a small distance, in the longitudinal direction to a substantially over the entire transition distance extending concrete poured foundation. This foundation forms the massive concrete cast spine of the transitional structure. This transitional construction is inventively in the form of a top mounted on the foundation hood, which consists in particular of sheet steel. It may be that in the course of further developments in the future also plastic fiber composite materials will be considered. Currently, steel sheet of appropriate thickness (for example, 6 mm) is the preferred material for the hood.

It is essential that the hollow itself hood is anchored to the concrete barrier by means of emerging there reinforcing elements. For this purpose, the hood in the region of the emerging from the concrete barrier reinforcing elements is poured within a trained in the hood chamber with concrete. The hood thus forms with its separated by a sheet pile chamber the shuttering for pouring concrete. The resulting concrete block within the hood forms the massive anchor point of the hood on the concrete barrier. The retention properties of the transition structure change only within the hood itself, namely from the region of the chamber to the end of the hood facing away from there.

The transitional construction forming, in particular made of sheet steel hood extends to the end of the transition zone, so regularly to the end or close to the end of the foundation. Even there, ie at its end facing away from the concrete protective wall, the hood is anchored to the foundation. It is bolted to the foundation there or otherwise firmly connected to this. This results in the second, from the front side of the concrete protection wall solid anchoring point of the hood on the foundation.

On the one hand, the production of the transition device on site is comparatively simple and inexpensive. On the other hand, the hood can be replaced relatively quickly and inexpensively in a vehicle collision. After all can be influenced by the design of the hood, the course of the retention properties in the longitudinal direction.

The emerging from the concrete barrier reinforcing elements can be, for example, five to six rebars, each with a diameter of 16 mm. These protrude from the front of the concrete barrier about as far as the depth of the chamber of the hood allows it, for example, about 1.2 m.

Since the hood is open at the bottom, a certain connection of the cast concrete with the foundation forming a flat surface arises automatically in the area of the chamber. The anchoring can be further improved by the fact that the foundation has in the region of the chamber of the hood upstanding reinforcing elements, which are embedded after pouring the chamber with concrete in this concrete.

To pour out the chamber with concrete, a concrete filling opening at the top of the hood in the area of the chamber is recommended. Optionally, on the top of the hood also recommended a second opening as a vent for the filled of the hood.

The transition device according to the invention can be further developed and developed in a variety of directions. For this, reference may be made to the subclaims concerning the transition device. These will be explained later in connection with the explanation of a preferred embodiment with reference to the drawing in detail and with their specifics.

All in all, the disclosure content of the publications mentioned at the outset in the field of passive roadside protection (RPS, Info of the Quality Association for Steel Protection Planks) applies, which must be regarded as present knowledge of the average person skilled in the art.

Fig. 1

in einer perspektivischen Ansicht ein bevorzugtes Ausführungsbeispiel einer erfindungsgemäßen Übergangsvorrichtung von einer einseitigen Betonschutzwand auf eine Stahlschutzplanke EDSP,

Fig. 2

den Übergang aus Fig. 1 in einer Draufsicht, einige Schnitte eingezeichnet,

Fig. 3

die Schnitte A-F aus Fig. 2,

Fig. 4

in einer Seitenansicht von der Fahrbahnseite her die bei der Übergangsvorrichtung gemäß Fig. 1 verwendete Haube (ohne irgendwelche Anbauteile),

Fig. 5

die Haube (ohne irgendwelche Anbauteile) aus Fig. 4 in einer Draufsicht,

Fig. 6

die Haube aus Fig. 4 in einem Schnitt im Bereich der Kammer,

Fig. 7

ein bevorzugtes, nämlich im Fundament verankertes Ausführungsbeispiel einer Haube,

Fig. 8

ausschnittweise, nur im Bereich des Fundaments, ein weiteres Ausführungsbeispiel einer erfindungsgemäßen Übergangsvorrichtung in einer Draufsicht.

In the following the invention will be explained in more detail with reference to a drawing illustrating a preferred embodiment. In the drawing shows

Fig. 1

3 is a perspective view of a preferred embodiment of a transition device according to the invention from a one-sided concrete protection wall to a steel protection plank EDSP,

Fig. 2

the transition out Fig. 1 in a plan view, some sections drawn,

Fig. 3

the cuts AF off Fig. 2 .

Fig. 4

in a side view of the road side in accordance with the transition device Fig. 1 used hood (without any attachments),

Fig. 5

the hood (without any attachments) off Fig. 4 in a plan view,

Fig. 6

the hood off Fig. 4 in a section in the area of the chamber,

Fig. 7

a preferred, namely anchored in the foundation embodiment of a hood,

Fig. 8

in sections, only in the area of the foundation, a further embodiment of a transition device according to the invention in a plan view.

To understand the following explanations may first on Fig. 1-6 be referred in the context.

The invention relates to a transition device on a roadway 1, the in Fig. 1 is indicated by the line defining the line edge, of a concrete protection wall 2 on a steel barrier 3. The embodiment shows an embodiment of a one-sided concrete barrier 2. Basically, the teaching of the invention also applies to two-sided or double-sided concrete barriers. The transition device must then be adapted accordingly to a double-sided design.

Incidentally, the terminology "concrete protection wall" and "steel protection rail" is what has been explained at the beginning of the description in the general part. A "prayer protection wall" in the sense of teaching may also be a concrete-plastic mixed construction or a plastic-fiber composite construction, provided that the regulations for passive safety devices on roads permit this. Similarly, a "steel guardrail" within the meaning of the teachings of the invention may also be a plastic or plastic fiber composite plank construction, if permitted by the guidelines for roadside passive guards.

In Fig. 1 On the left, the concrete protection wall 2 and on the right the steel safety barrier 3 with an upper rail 4 and a lower rail 5, which can be seen in FIG Fig. 1 rightmost already lowered down to the ground. In the course of the steel guardrail 3, the lower spar 5 is no longer continued. The spars 4, 5 are supported by posts 6, which in Fig. 1 rammed into the ground to the right, as prescribed by the guidelines for passive road safety. For harder ground, the posts 6 can also be dowelled on a foundation with foot plates.

The concrete protective wall 2 and the steel guardrail 3 define with their course a longitudinal direction, whereby also a slightly arcuate course of the lane 1 should be included accordingly.

In the longitudinal direction extends over a certain transition section 7, a foundation 8, on which a transition structure 9 according to the invention is located. You can find the foundation 8 in Fig. 1 indicated, one recognizes the foundation also in the sections B, C and D in Fig. 3 , It is a normal, sufficiently deep, concrete-poured foundation.

Already off Fig. 1 It can be seen clearly that the transition structure 9 at a distance from the concrete protective wall 2 end facing the roadway has a substantially vertically oriented and longitudinally extending attachment surface 10, at least one spar of the steel guardrail 3, here the upper and lower bars 4, 5 of Steel guardrail 3 are mounted. Up to this point, the construction of the transition device according to the invention corresponds to what is already known from the prior art.

The in Fig. 2 drawn in, in Fig. 3A section A shown shows the cross section of the concrete protection wall 2, which has been equipped here with the transition structure 9 according to the invention. One recognizes in comparison with it in the section B in Fig. 3 in that the concrete protection wall 2 ends, with respect to the transitional structure 9, with a substantially vertically oriented end face 11. In Fig. 3B are emerging end reinforcing elements 12 indicated in the form of five superposed reinforcing steels. Typically, this can be a reinforcing steel with a diameter of 16 mm, which is embedded to the concrete protection wall 2 out about 10 m wide and beyond the front side 11 of the concrete protection wall 2 by a suitable dimension.

It is now envisaged that the transition structure 9 is designed as a top mounted on the foundation 8 hood 9, in particular consisting of sheet steel. Also in this regard, the introductory note applies that in the course of time, other materials, in particular plastic-fiber composite materials for the hood 9 may come into question.

Fig. 4 and 5 indicate that the hood 9 is initially hollow. It is open at the end 11 of the concrete barrier wall 2 facing end. Inside, at a distance from the open end, it has a substantially vertically oriented sheet pile wall 14 separating a chamber 13. The sheet pile wall 14 is in Fig. 4 and 5 indicated, it lies transversely within the hood. 9

The emerging from the concrete barrier reinforcing elements 12 (in Fig. 4 indicated by dashed lines) are matched in length to the clear length of the chamber 13 and are in the chamber 13 of the hood 9, as soon as the hood 9 has been placed on the foundation 8. In this state, the chamber 13 is filled with concrete 15 ( Fig. 6 ). The cut in Fig. 3B has dispensed with the drawing of the concrete 15 in order to recognize the end face 11 and the reinforcing elements 12 can.

The illustrated embodiment shows a bottom open hood 9. This hood 9 can be removed from the block cast concrete 15 if necessary. Here you can pour the concrete 15 only in the chamber 13 and can rest on the foundation 8, without realizing additional reinforcement.

In principle, however, it is also possible to provide the foundation 8 in the region of the chamber 13 of the hood with upwardly projecting reinforcing elements 8 ', which are poured during the pouring of the concrete 15 into the chamber 13 ( Fig. 7 ). This reinforces the connection between the foundation 8 and the concrete 15 in the chamber 13 of the hood 9. Attention should be paid to the influence of the retention properties of the hood 9 in this section. Depending on the configuration of the Berwehrungselemente 8 'in the foundation 8 and in the concrete 15 in the chamber 13 of the hood 9 to achieve a much more massive anchoring of the transitional construction on the concrete protection wall 2 end facing.

Fig. 2 and Fig. 8 both show the further peculiarity of the transition device according to the invention, which consists in that the foundation 8 then extends in the longitudinal direction substantially over the entire transition section 7 on the end face 11 of the concrete protection wall 2 and thus thus forms the backbone of the transition device. In order for this to be achieved, the hood 9 is also anchored on the end facing away from the concrete protective wall 2 on the foundation 8, here for example by screwing by means of several threaded bolts whose counterparts are embedded in the foundation 8.

In order to be able to fill the concrete 15 in the chamber 13 of the hood 9 on site, it is recommended that the hood 9 in the region of the chamber 13 at the top of a Betoneinfüllöffnung 16 has. Fig. 8 also shows a vent 16 '.

The adaptation of the hood 9 to the concrete protection wall 2 on the one hand and to the steel guardrail 3 on the other requires for the hood 9 a complex, changing in the longitudinal direction cross-sectional shape. First, it is provided in the illustrated embodiment, that the height of the hood 9 on the concrete protection wall 2 facing end corresponds approximately to the height of the concrete protection wall 2. In particular, it is recommended that the hood 9 on the concrete protective wall 2 end facing the roadway has substantially the same contour as the concrete protective wall. 2

In the embodiment ( Fig. 1 . Fig. 3 ) the concrete protection wall 2 is symmetrical in cross-section, but has only one side of the roadway. It works therefore sided. Here it is provided that the hood 9 is widened box-shaped on the opposite side of the roadway 1. One recognizes that on the one hand in Fig. 3B , to the other in Fig. 6 , In Fig. 3B it can be seen that the hood 9 on the concrete protective wall 2 end facing one of the contour of the concrete protection wall 2 has corresponding recess so that when pouring the concrete 15, the desired connection to the concrete protection wall 2 is made. The hood 9 is therefore not only at the bottom, but also the front side to the concrete protection wall 2, here in the region of the recess, open.

In the case of a double-acting, wider concrete protective wall 2, the hood 9 as a rule will generally receive the contour of the concrete protective wall 2 on both sides.

The cross-sectional configuration of the hood 9 described above applies to the end of the concrete protection wall 2 or a section of the hood 9 adjoining it. In the further course, the hood 9 in the region of the chamber 13 corresponds in the longitudinal direction of a substantially concrete protection wall 2 Contour merges into a more box-shaped contour. The illustrated and preferred embodiment shows that here the transition in a about half of the chamber 13 engaging, from the concrete protection wall 2 facing the end of the hood 9 spaced section 17 takes place.

It has been explained above that the teaching of the invention also aims to be able to replace the hood 9 as inexpensively as possible after a collision of a vehicle. For this purpose, the invention teaches that the hood 9 in the interior of the chamber 13 has a detachment of the hood 9 from the concrete facilitating coating, support or intermediate layer. Furthermore, it is recommended that the hood 9, at least on the road side and at least partially, tapers from bottom to top ( Fig. 6 ). On the one hand, this corresponds to the already given contour of the concrete protective wall 2, on the other hand, this also facilitates the removal of the hood 9 from the 13 formed in the chamber 13 by pouring concrete concrete block. An intermediate layer of a few millimeters thickness, for example of foam plastic, is completely uncritical for the impact properties, but facilitates the replacement of the hood 9 immensely.

However, it is recommended that the hood 9 be anchored to the concrete block formed in the chamber 13 during normal operation. Another teaching of the invention goes to the fact that the hood 9 is provided in the chamber 13 with holes 18 and screws 19 inserted therein, which are screwed on the inside in not connected to the hood 9, embedded in the cast concrete 15 threaded sleeves 20. Fig. 6 shows a section through the hood 9 in the chamber 13 with the cast therein concrete 15 and the embedded threaded sleeve 20. Because the threaded sleeves 20 are not connected to the hood 9, the screws 19 for removing the hood 9 from the threaded sleeves 20 are unscrewed, which remain even in the concrete 15. In particular, it is recommended that at least two each at the same height threaded sleeves 20 are aligned with each other via a connecting element 21 and further embedded in the concrete 15. This shows too Fig. 6 ,

For the rest leave Fig. 1 and 4 the holes 18 in the hood 9 in the region of the chamber 13 well recognize. The sheet pile wall 14 does not necessarily have to be straight, it is also possible to provide that an offset or a step is found in the sheet pile wall 14 transversely to the longitudinal direction.

It is recommended that the mounting surface 10 is arranged on the hood 9 viewed from the chamber 13 beyond the sheet pile wall 14. It is advisable to take into account the depth of the spars 4, 5 of the steel guardrail 3 in that the mounting surface 10 is reset to the hood 9 with respect to the longitudinal side surface of the hood 9 in the region of the chamber 13 and that, preferably, the size the offset about the depth of the spar 4 of the steel guardrail 3 corresponds. One recognizes that particularly well on the strip 22 in Fig. 5 ,

In the drawing, it is indicated that, as in the prior art, the spars 4, 5 of the steel guard rail 3 are bolted to the mounting surface 10. In Fig. 4 can be seen a variety of holes 23 in the hood 9 on the mounting surface 10. This type of attachment is readily possible in the transition device according to the invention, because in this area behind the mounting surface 10 so no concrete is poured.

Not shown in the drawing, that the hood 9 in the region of the mounting surface 10 at the top or, preferably, on the back has an engagement opening for assembly work. Otherwise, you would have the hood 9 at the holes 23 also with, now, however, provided with the hood 9 firmly connected threaded connector, which would cause unnecessary expense. In a one-sided concrete protection wall 2 associated hood 9 is recommended a rear engagement opening, in a double-sided concrete protection wall 2 associated hood 9 will need to intervene from above.

The further design of the cross section of the hood 9 is shown in the illustrated and preferred embodiment Fig. 4 and 5 chosen so that the hood 9 has a subsequent to the chamber 13 mounting portion 24 with a substantially constant depth and height in the longitudinal direction.

In the embodiment according to the Fig. 1 to 6 there is only one mounting portion 24. In contrast, in the embodiment of Fig. 8 provided that in the longitudinal direction of the attachment portion 24, a second attachment portion 24 'connects, the attachment surface 10' relative to the attachment surface 10 of the attachment portion 24 is reset. With this double rebound construction, it is also possible to install steel safety barriers of the SUPER-RAIL system with deformation elements on the transition structure. For this purpose, provision is made in particular for at least one deformation element 10 ", which bridges the back offset, to be arranged between the attachment surface 10 'and the spar 4 Fig. 8 especially good.

The embodiment according to Fig. 8 has constant height continuous attachment portions 24, 24 'and only at the very end of a short, re-receding spout portion 25. In contrast, the construction according to Fig. 1 to 6 a spout portion 25 which adjoins the attachment portion 24 and has a substantially constant depth but a decreasing height. Here, the transition device according to the invention attacks the named from the prior art construction of a spout section, which, however, here part of the existing steel sheet hood 9, that is not cast from concrete.

The longitudinal extent of the attachment portion 24 need not be as large as in FIG Fig. 4 and 5 shown. In an extreme case, the attachment section 24 may degenerate to a short distance or may completely rise in the outlet section 25. Then you would have only the chamber 13 and then immediately following the outlet section 25, but then the entire mounting surface 10 included.

Im in Fig. 4 and 5 illustrated and preferred embodiment, it is provided that the mounting surface 10 of the hood 9 extends into the outlet portion 25 and the hood 9 is also provided in the outlet portion 25 with holes 23 for attachment of the spar 4 of the steel guard rail 3.

Also the top view in Fig. 5 indicates that in the illustrated and preferred embodiment, the hood 9 is anchored again at its end remote from the concrete protective wall 2 end. It is envisaged that the hood 9 is screwed at the end of the outlet section 25 to the foundation 8 or otherwise firmly connected.

In the top view of Fig. 2 one recognizes the position of the anchorage 9 'of the hood 9 to the right of the section DD. This anchoring 9 'is directly behind the spar 4, which can be seen before as a continuous line.

In practice, it has been found that the anchoring 9 'at this point can pose a problem. As a result, shows Fig. 8 a so far improved construction, which is characterized in that the anchorage 9 'of the hood 9 at the end remote from the concrete protective wall 2 end behind the spar 4 and opposite the roadway side of the foundation 8 is set far back. As shown in this example, the anchorage 9 'here is beyond the longitudinal center line of the foundation 8, ie in a rearward region, which can no longer be reached even in the case of a strong impact from a tire of a vehicle.

Fig. 1 indicates that the transition to the steel guardrail 3 posts 6 may already require in the area of the hood 9. Fig. 5 can be seen that to do this, the hood 9 on its upper side with foot caps or mounting surfaces, Here in each case square holes 25 ', is provided for post 6 of the steel guardrail 3. In Fig. 1 you can see this transition very well.

Overall, in the illustrated and preferred embodiment, the hood 9 has a length of about 4 m to 5 m, the chamber 13 of the hood 9 has a length of about 1.0 m to 1.5 m, in the illustrated embodiment about 1.3 m. This fits the measure of 1.2 m for the protruding reinforcing elements 12 of the concrete protective wall 2. The mounting portion 24 has a length of about 1.2 m, the outlet portion 25 has a length of about 2 m with subsequent plate 25 "for screwing with the Foundation 8.

The dimension of the hood 9 complies with the guidelines for the design of such transitional devices, which results in a dimensioning of the sections in the range of 4 m. Changed policies and regulations may lead to other measures of length in the future.

As Fig. 1 shows, it is recommended for the transition device according to the invention that in the longitudinal direction of the hood 9, a first intermediate portion 26 of the steel guardrail 3 with lateral pressure plates 27 anchored in the ground post 6, this results in an intermediate section 26 with very high, through the Pressure plates 27 in the ground on the post 6 realized retention properties.

The illustrated embodiment shows that in the longitudinal direction of the first intermediate portion 26, a second intermediate portion 28 with normal anchored in the ground post 6 connects. Here are still both spars 4, 5, the posts 6 but no pressure plates 27 more.

Finally, it is recommended that in the longitudinal direction of the second intermediate portion 28, a third intermediate portion 29 with normally anchored in the ground post 6 and lowering a lower beam 5 of the steel guardrail 3 is connected. This is then seen from the concrete protection wall 2 of the last transition section to which the normal, kilometer evenly extending steel guard rail 3 with only the upper rail 4 is connected.

For the intermediate sections 26, 28, 29 is also recommended a length of 3.5 to 5 m, preferably of about 4 m.

Not shown are also modified variants of the transition device in which other types of steel barriers 3 are used. In that regard, each results in a proper adaptation of the construction of the hood 9 to the position in particular of the horizontally extending bars 4, 5 of the steel guardrail third

In order to avoid problems when starting up with passenger cars, it is recommended that the lowermost spar of the steel guardrail 3 in the region of the transitional structure 9 is positioned lower than the typical wheel center height of a passenger car. Here is the order of magnitude of about 13 to 15 cm.

Claims (15)

1. Transition device from a concrete protective wall (2) to a steel safety barrier (3) on roads, wherein the concrete protective wall (2) and the steel safety barrier (3) define a longitudinal direction with their extent, comprising a transition construction (9) which extends in the longitudinal direction over a certain transition section (7), wherein the transition construction (9) has in the longitudinal direction at a distance from the end facing the concrete protective wall (2), and on the carriageway side, at least one substantially vertically oriented mounting surface (10) which is extended in the longitudinal direction and on which at least one rail (4) of the steel safety barrier (3) is mounted, characterized in that the concrete protective wall (2) ends towards the transition construction (9) with a substantially vertically oriented end side (11), in that the end side (11) of the concrete protective wall (2) is adjoined in the longitudinal direction by a foundation (8) which is cast from concrete and extends substantially over the entire transition section (7), in that the concrete protective wall (2) is provided with reinforcing elements (12) which emerge at the end side, in that the transition construction (9) is embodied as a cover (9), in particular made of steel sheet, placed on the foundation (8) from above, in that the cover (9) is open at the end facing the end side (11) of the concrete protective wall (2) and has on its inner side, at a distance from the open end, a substantially vertically oriented sheet-pile wall (14) which separates off a chamber (13), in that the reinforcing elements (12) emerging from the concrete protective wall (2) are situated in the chamber (13) of the cover (9), in that the chamber (13) is filled with cast concrete (15), and in that the cover (9) is anchored on the foundation (8) at its end facing away from the concrete protective wall (2).
2. Transition device according to Claim 1, characterized in that the cover (9) is open at the bottom in the region of the chamber (13), wherein, preferably, the foundation (8) has upwardly projecting reinforcing elements (8') in the region of the chamber (13) of the cover (9).
3. Transition device according to either of the preceding claims, characterized in that the cover (9) has, in the region of the chamber (13) on the upper side, a concrete filling opening (16) and, preferably, a venting opening (16').
4. Transition device according to one of the preceding claims, characterized in that the cover (9) has, at the end facing the concrete protective wall (2), and on the carriageway side, substantially the same contour as the concrete protective wall (2), wherein, preferably, the cover (9) merges in the region of the chamber (13) on the carriageway side in the longitudinal direction from a contour corresponding substantially to the concrete protective wall (2) to a more box-shaped contour, wherein, preferably, the transition occurs in a portion (17) which occupies approximately half of the chamber (13) and which is spaced from the end of the cover (9) that faces the concrete protective wall (2).
5. Transition device according to one of the preceding claims, characterized in that the cover (9) has, in the region of the chamber (13), and on its inner side, a coating, applied layer or intermediate layer, in particular with a thickness of a few millimetres, which facilitates a release of the cover (9) from the concrete, and/or in that the cover (9) tapers from the bottom upwards at least on the carriageway side and at least in certain portions.
6. Transition device according to one of the preceding claims, characterized in that the mounting surface (10) on the cover (9), as viewed from the chamber (13), is arranged beyond the sheet-pile wall (14), that is to say in a region of the cover (9) which is not filled with concrete, wherein, preferably, the rail (4) is screwed to the mounting surface (10) and the cover (9) has, in the mounting surface (10), a plurality of holes (23) for this purpose, wherein, preferably, the cover (9) has, in the region of the mounting surface (10) on the upper side or, preferably, on the rear side, an engagement opening for mounting operations.
7. Transition device according to Claim 6, characterized in that the cover (9) has, adjoining the chamber (13), a mounting portion (24) with the mounting surface (10), wherein, preferably, the mounting surface (10) is set back with respect to the lateral surface of the cover (9) in the region of the chamber (13), which lateral surface extends in the longitudinal direction, wherein, preferably, the size of the offset corresponds approximately to the depth of the rail (4) of the steel safety barrier (3).
8. Transition device according to Claim 7, characterized in that the mounting portion (24) has a substantially constant depth and height in the longitudinal direction.
9. Transition device according to Claim 7 or 8, characterized in that in the longitudinal direction the mounting portion (24) is adjoined by a second mounting portion (24') whose mounting surface (10') is set back with respect to the mounting surface (10) of the first mounting portion (24).
10. Transition device according to Claim 9, characterized in that at least one deformation element (10") which bridges the rearward offset is arranged between the mounting surface (10') and the rail (4).
11. Transition device according to one of Claims 7 to 10, characterized in that the cover (9) has, adjoining the mounting portion (24), a run-out portion (25) with a substantially constant depth, but decreasing height, in the longitudinal direction, wherein the cover (9) is screwed to the foundation (8) at the end of the run-out portion (25) or is fixedly connected in some other way.
12. Transition device according to one of Claims 1 to 11, characterized in that the anchoring (9') of the cover (9) at the end facing away from the concrete protective wall (2) is set back far behind the rail (4) and opposite the carriageway side of the foundation (8), wherein the anchoring (9') is preferably arranged beyond the longitudinal centre line of the foundation (8).
13. Transition device according to one of the preceding claims, characterized in that the cover (9) has a length of about 4 to 5 m, wherein, preferably, the chamber (13) of the cover (9) has a length of about 1.0 to 1.5 m, preferably of about 1.3 m.
14. Transition device according to one of the preceding claims, characterized in that in the longitudinal direction the cover (9) is adjoined by a first intermediate portion (26) of the steel safety barrier (3) with posts (6) anchored in the ground with lateral pressure plates (27), wherein, preferably, in the longitudinal direction the first intermediate portion (26) is adjoined by a second intermediate portion (28) with posts (6) anchored normally in the ground, wherein, preferably, in the longitudinal direction the second intermediate portion (28) is adjoined by a third intermediate portion (29) with posts (6) anchored normally in the ground and lowering of a lower rail (5) of the steel safety barrier (3).
15. Transition device according to Claim 14, characterized in that the intermediate portions (26, 28, 29) each have a length of 3.5 to 5 m, preferably of about 4 m.

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