EP2034094B1 - Dispositif conducteur sur des trajectoires de trafic doté de deux systèmes de retenue à raideur différente et d'une construction de passage entre ceux-ci - Google Patents

Dispositif conducteur sur des trajectoires de trafic doté de deux systèmes de retenue à raideur différente et d'une construction de passage entre ceux-ci Download PDF

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Publication number
EP2034094B1
EP2034094B1 EP08163671.4A EP08163671A EP2034094B1 EP 2034094 B1 EP2034094 B1 EP 2034094B1 EP 08163671 A EP08163671 A EP 08163671A EP 2034094 B1 EP2034094 B1 EP 2034094B1
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EP
European Patent Office
Prior art keywords
restraint system
transfer element
guide device
precast concrete
concrete part
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
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EP08163671.4A
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German (de)
English (en)
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EP2034094A3 (fr
EP2034094A2 (fr
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Saferoad Rrs GmbH
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Saferoad Rrs GmbH
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Priority to PL08163671T priority Critical patent/PL2034094T3/pl
Publication of EP2034094A2 publication Critical patent/EP2034094A2/fr
Publication of EP2034094A3 publication Critical patent/EP2034094A3/fr
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Publication of EP2034094B1 publication Critical patent/EP2034094B1/fr
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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
    • E01F15/025—Combinations of at least two of the barrier member types covered by E01F15/04 - E01F15/08, e.g. rolled steel section or plastic strip backed up by cable, safety kerb topped by rail barrier
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete

Definitions

  • the invention relates to a guide on traffic routes with two restraint systems of different stiffness and a transition structure between them according to the preamble of claim 1.
  • Road restraint systems can be divided into rigid and elastic restraint systems.
  • Rigid restraint systems usually consist of a concrete protective wall, which is formed either of precast concrete or in-situ concrete wall.
  • Elastic restraint systems are made of metal, usually steel, and have one or more metallic crash barriers.
  • a transitional construction is required that meets the requirements of the standard EN1317. The transition structure serves to adapt the stiffness and the deformation behavior of the two restraint systems. In particular, a so-called bag formation in the region of the connection of the elastic system to the rigid system is to be prevented.
  • Under bag formation is understood to be a situation in which an elastic system adjacent to a transition to elastic, so that a dipping vehicle is not returned to the transition to the roadway before the transition, but rather in a kind of bag and possibly head-on against the beginning of the rigid Systems (the concrete wall) pushes.
  • the restraint system with higher compliance on the side facing away from the roadway has a plurality of compliance-reducing elements, wherein the damping effect of the individual damping elements decreases from the low-compliance restraint system toward the high-compliance restraint system and wherein the changing damping effect is dependent on the mass inertia of the damping elements.
  • the damping elements are designed as concrete cast elements.
  • transitional structures between different restraint systems are from the DE 20 2005 008 391 U1 , of the DE 20 2006 017 431 U1 and the DE 20 2006 015 432 U1 known.
  • the present invention is characterized by a transitional construction, which has a transition element which is mechanically (in particular non-positively and / or positively) connected via first attachment means with the first restraint system and second attachment means with the second restraint system. It is thus provided a separate from the two restraint systems transition element, which is connected via different fastening means on the one hand with the first restraint system and on the other with the second restraint system.
  • the transition element provides a transition of stiffness between the two restraint systems.
  • over the first and second Fasteners are made a suitable connection to the respective restraint system.
  • the transition element with the first (higher rigidity having) restraint system is mechanically connected such that at a caused by a vehicle impact force transmission, the transition element on its first restraint system side facing at least over a defined angle range relative to the first restraint system rotatable is.
  • the transition element in addition to the mechanical connection, the transition element is hingedly connected to the first restraint system.
  • There is a pivotal attachment which causes the first restraint system facing end of the transition member to rotate at a load relative to the first restraint system.
  • the other end of the transition element is preferably connected to the second (more elastic) restraint system without the possibility of twistability when a load occurs, ie with high rigidity.
  • the end of the transition element facing the second, more resilient restraint system moves along with the adjoining parts of the second restraint system, while the other end of the transition element merely rotates relative to the adjacent more rigid restraint system.
  • the rigid connection between the one end of the transition element and the second restraint system in conjunction with the rotatable connection of the other end of the transition element to the first restraint system allows an evasive movement of the transition structure under load, which avoids sacking.
  • the transition element and the first restraint system are arranged at a distance from each other, which allows a rotatability to each other within a defined angular range.
  • the angular range is dependent on the distance between the transition element and the first restraint system.
  • the rotatability is provided without a hinge, such as a hinge, with elements of the hinge respectively integrated into the transition member and the first restraint system.
  • a connection between the transition element and the first restraint system takes place in one embodiment by means of at least one running in the longitudinal direction of the guide steel belt, which is preferably a flat steel belt. At least two steel straps are preferably provided which comprise the restraint system on both longitudinal sides.
  • To attach the steel belt to the transition element has this, for example, integrated threaded sleeves over which the steel belt can be attached to the transition element.
  • the attachment of the steel belt to the first restraint system for example, by means of subsequently introduced into the material of the first restraint threaded sleeves.
  • the transition element of the first restraint system which is in particular a concrete barrier
  • the steel straps or on the side side facing away from the impact while the steel belt or straps located on the side of the impact form a tension-proof connection.
  • the transition element is formed symmetrically with respect to its longitudinal axis.
  • the aforementioned rotation of the transition element with respect to the first restraint system by a respective defined angle can be done in both directions.
  • the first restraint system comprises a concrete protection wall. Since existing, already installed concrete protection walls are often brittle, there is a risk of breakage in the event of a crash, especially in the sensitive end area, which is adjacent to a steel restraint system.
  • steel straps which are formed for example as flat steel straps, which include the concrete protection wall on both sides and are dowelled to this, the existing concrete wall is reinforced with steel.
  • the length of the steel straps can vary depending on Extension of the wall can be extended to ensure a gradual transfer of power in the area of the connection in the concrete wall.
  • the transition element has on its side facing the first restraint system a profile adapted to the adjacent area of the first restraint system.
  • the first restraint system has a so-called step profile, and the transition element is likewise designed as a step profile on its side facing the first restraint system.
  • Both the first attachment means for connection to the first retention system and the second attachment means for connection to the second retention system are preferably integral with the transition element so that no further action is required on the transition element even during the installation of the conduit to communicate with to provide the first restraint system and the second restraint system. All connections for required screw connections or other fastening measures already exist in the transition element.
  • the first restraint system is formed as mentioned as concrete protection wall.
  • the concrete protective wall may consist of precast concrete elements or be manufactured in situ concrete by means of a slip formwork.
  • the second restraint system is a metallic restraint system with at least one guardrail made of metal, in particular steel.
  • the protective barriers used can in principle have any profile, in particular the guard rail profile A, the guard rail profile B and a box profile, which is also referred to as "Swiss box profile" due to its widespread use in Switzerland.
  • a Leit He in the form of a box profile is for example in the WO 03/104568 A1 described.
  • the second restraint system preferably has a combination of guard rails with different profiles.
  • the transition element is preferably designed as precast concrete part.
  • the precast concrete part has built-in parts made of steel, which serve to attach at least one guard rail of the second restraint system.
  • at least one steel girder is integrated into the precast concrete element, which protrudes from the front part of the precast concrete in the direction of the second restraint system and to which a guardrail of the second restraint system is attached.
  • the steel beam is for example a double-T-beam, which protrudes from the front of the precast concrete part.
  • a box profile of the second restraint system is pushed onto the front side outstanding double-T-beam and connected thereto.
  • the placement of the precast concrete component with steel components on the one hand provides the required weight of the precast concrete part. It should be noted that the precast concrete part is not anchored in the ground usually, although this is also possible in special embodiments as an alternative.
  • the assembly of the precast concrete component with steel components allows the complete transfer of horizontal forces acting on the second restraint system to the precast concrete element.
  • the connection of a protruding from the precast concrete double T-beam with a box section provides a highly resilient and rigid connection between the two parts.
  • a sack formation in the second restraint system in the area in front of the precast concrete part is reliably avoided due to the high rigidity of the connection of the second restraint system to the precast concrete part and by the rotational attachment of the other end of the precast concrete element on the first, more rigid restraint system.
  • a protective rail with box profile which is connected to a frontally protruding from the precast concrete double T-beam has, in one embodiment at its end connected to the double-T-beam (or other support) connected to the first carrier dimensions and Tapered or widened conically to second dimensions, which has an adjacent to the first guard rail more designed as a box profile guardrail of the second restraint system.
  • the box profile is thus formed conical so that it can be pushed at one end to the double-T-carrier, while at the other end of a Standard box profile adapts.
  • the box section is formed by welded sheets in an embodiment at least in sections as a rectangular hollow profile. These areas are used in particular for secure attachment of spacers and / or for connections with anchored in the ground post.
  • threaded sleeves can also be integrated into the precast concrete part.
  • at least one guardrail of the second restraint system or a steel belt for connection to the first restraint system is screwed to the precast concrete part.
  • the precast concrete element preferably has a profile adapted to the fixed protection rail, for example a profile corresponding to the protective rail profiles A or B.
  • the prefabricated concrete part thus changes its cross section from its end facing the first restraint system, in which it has a profile adapted to the profile of the first restraint system, to the end facing the second restraint system by being adapted for connection to one or more guard rails of the second restraint system and at least partially has a profile adapted to the respective safety barrier.
  • the restraint system has at least two guard rails, which are each mechanically connected to the precast concrete part.
  • One of the protective barriers forms a main support of the second restraint system.
  • This main carrier is preferably designed as a box section and directly connected to the mentioned, integrated in the precast concrete support.
  • the restraint system has at least one guard rail position upstream of the box profile, wherein this upstream guard rail position has, for example, the profile A or the profile B.
  • two superposed protective barrier plies are provided one above the other.
  • the upstream guard rail layers are each bolted via threaded sleeves on precast concrete and connected in this way with this non-positively.
  • the second restraint system additionally has an upper box profile which runs parallel to and above the main carrier.
  • the second restraint system is anchored as a steel structure over posts in the ground. It is provided in one embodiment that the preferred trained as a box profile main carrier is anchored via posts in the ground. At the main support while spacers are attached, via which the at least one box profile upstream guard rail position is connected to the main carrier.
  • the spacers have a high rigidity in order to reliably prevent bag formation in the area of the plank connection to the precast concrete part. Thus, an arcuate continuous bending line is generated in the area of the connection, which prevents threading or hooking on the rigid concrete part.
  • the distance between the posts of the second restraint system is reduced in an area adjacent to the transition element or decreases towards the transition element.
  • the posts thus have a smaller or narrower spacing, which causes an increasing rigidity against lateral displacement of the steel transition structure.
  • the posts are rammed, for example, and correspond to the construction of the second restraint system.
  • the transitional construction thus consists of precisely one precast concrete element, which is set up in a rotationally displaceable manner, and one adjoining region of the second restraint system made of steel. It can be provided that the existing steel area initially connects with high rigidity to the precast concrete part and continuously or gradually adapts to the lower stiffness of the second restraint system in the further course.
  • the transition element is formed symmetrically with respect to its longitudinal axis.
  • Such, symmetrically formed transition element is preferably used in conjunction with a second restraint system which is also formed symmetrically at least adjacent to the transition element in terms of its longitudinal direction and accordingly forms guard rails on both sides.
  • a second restraint system which is also formed symmetrically at least adjacent to the transition element in terms of its longitudinal direction and accordingly forms guard rails on both sides.
  • FIGS. 1 to 4 show in side view, in plan view and in two sectional views designed as a precast concrete transition element, which provides a transition structure between a first restraint system and a second restraint system, which are characterized by a different rigidity.
  • the precast concrete part 100 has a first end region 110, a second end region 120 and a middle region 130.
  • the first end region 110 serves to connect to a first retention system of higher rigidity, which is in particular a concrete protection wall.
  • the second end region 120 serves to connect to a second restraint system of lower rigidity, which is in particular a metallic system with at least one protective barrier made of metal.
  • the first end region 110 has a profile 111 which corresponds to the profile of an adjacent concrete protective wall.
  • the profile 111 is designed, for example, as a stepped profile and has along both longitudinal sides a lower, oblique surface 112, a step 113, an upper, oblique surface 114 and a flat underside 115 and an upper side 118.
  • the profile shown is only to be understood as an example. In principle, any profiles can be used depending on the profile used for the concrete protective wall.
  • a plurality of metallic threaded sleeves 116 are integrated.
  • the threaded sleeves are for this purpose embedded in the precast concrete 100. There are for example, on each side three rows of three threaded sleeves 116 integrated into the precast concrete 100.
  • the second end region 120 has a second profile that deviates from the profile 111 of the first end region 110.
  • the rear side 122 facing away from a roadway is designed in accordance with the profile 111 of the first end region 110, that is to say the rear side of the precast concrete part 100 has a uniform profile.
  • the front 123 has a different shape.
  • a first profile 124 and a second profile 125 are formed on a substantially perpendicular surface.
  • the two profiles 124, 125 correspond to the profile of conventional safety barriers and are formed in the illustrated embodiment as a B-profile.
  • By profiling it is possible to attach a corresponding guard rail in the corresponding areas 124, 125 on the precast concrete part 100 directly and in shape.
  • lateral threaded sleeves 126 are provided, which are integrated into the precast concrete part 100 and can be screwed to the precast concrete part 100 via the corresponding profiles 124, 125 formed guard rails.
  • a steel girder 121 for example a double-T steel girder, whose one end protrudes from the second end region 120 in the direction of the adjacent restraint system, is integrated in the precast concrete part 100.
  • the steel girder 121 provides a required weight of the precast concrete part 100 and allows full absorption and transmission of horizontal forces that are introduced into the precast concrete part 100 via the steel girder 121.
  • the various threaded sleeves 126 assist in providing a required weight of the precast concrete part 100.
  • the upper side 128 of the second end region 120 is bent toward the end side, the bent region 128a widening towards the end side and also having a plurality of upper metallic threaded bushings 127, cf. the FIG. 2 ,
  • the central region 130 of the precast concrete part forms a transition between the profile of the precast concrete part 100 in the first end region 110 and the profile of the precast concrete part 100 in the second end region 120.
  • the central region 130 forms on the side facing the traffic route a triangular surface 131, which is also in the Figures 12 and 13 is recognizable.
  • the fasteners 116 of the first end portion 110 are used for fastening steel straps, with which the precast concrete part 100 is connected to an adjacent concrete protective wall, as shown in FIGS FIGS. 5 to 7 will be explained in detail.
  • the various fasteners 121, 126, 127, of the second end portion 120 serve to receive various crash barriers of a metallic restraint system.
  • a trained as a box profile guard rail is placed and screwed on the protruding double-T-beam 121.
  • openings 1210 see. Fig. 1
  • Corresponding openings are also provided in the box profile to be fastened, so that the parts can be connected to one another in a simple manner, for example via screw connections.
  • 125 two protective barriers are screwed to the lateral threaded sleeves 126 in the region of the profiles 124, 125.
  • the upper threaded bushes 127 serve to secure another box rail formed as a protective profile. This is done in particular on the basis of FIGS. 8 and 12 and 13 are explained.
  • fastening elements 121, 126, 127 provided on the precast concrete part 100 represent merely exemplary embodiments.
  • transition element 100 may be formed symmetrically in the longitudinal direction.
  • the transition element 100 would be formed symmetrically in the second end portion 120 and accordingly on both sides of profiles 124, 125 (see. Fig. 4 ), which serve to attach conventional guard rails to the transition element on both sides.
  • profiles 124, 125 see. Fig. 4
  • Such a symmetrical configuration is based on the FIGS. 14 to 18 will be explained in detail.
  • the Fig. 5 shows a side view of the first end portion 110 of the precast concrete part 100, the adjoining end portion of a first, as concrete protection wall 400th trained restraint system and connecting means 2 for connecting these two elements.
  • connection between the precast concrete part 100 and the concrete protection wall 400 via steel straps 2, the one connected via the threaded sleeves 116 and corresponding screws 117 to the first end portion 110 of the precast concrete part 100 and the other via suitable threaded sleeves 406 and associated screws 407 with the concrete barrier 400 are.
  • bores are subsequently introduced into these, are used in the threaded sleeves 406 as dowels.
  • the steel straps 2 are then dowelled over the subsequently introduced sleeves 406 and the screws 407 to the concrete protection wall 400.
  • the length of the steel straps can be made longer or shorter depending on the design of the wall (for example, depending on whether it is an armored or unreinforced concrete wall).
  • the steel straps contribute to a gradual transfer of force into the concrete wall under load.
  • FIGS. 6 and 7 each show sections through the precast concrete part 100 and the concrete protection wall 400.
  • the profile of the precast concrete part 100 in the first end region 110 matches the profile of the concrete protection wall 400.
  • the illustrated, upwardly tapered step profile is to be understood only as an example.
  • a distance 3 for example, in the range between 2 and 15 cm, in particular between 3 and 8 cm, in particular at about 5 cm lies.
  • This distance 3 allows in the case of a load, that is, in a caused by a vehicle impact force rotation of the precast concrete 100 over the concrete barrier 400 over a defined angle range, which is predetermined by the distance 3 between the precast concrete part 100 and the concrete barrier 400.
  • the steel straps 2 are not contrary to a rotatability, since they are bent according to a load.
  • connection of the guard rails of the second restraint system takes place at the second end portion 120 of the precast concrete part 100 with high rigidity, in particular via the connection of Double T-beam 121 with a trained as a box profile guardrail.
  • This rigid connection in combination with the provided due to the distance 3 rotation that at a force introduction the elastic restraint system facing the end 120 of the precast concrete 100 (in a deflection) (rotational) can move, while the other end 110 of the precast concrete 100 over the monolithic concrete protective wall 400 is merely twisted.
  • This design prevents bagging in front of the precast concrete part 100 while providing a continuous transition and increasing stiffness towards the monolithic concrete barrier 400.
  • the Fig. 8 shows a side view of the transition region between a first, rigid concrete restraint system 400 and a second, elastic steel restraint system 500 and the respective restraint systems.
  • precast concrete is the FIGS. 1 to 4 to recognize.
  • the concrete protection wall 400 connects, the connection according to the FIGS. 5 to 7 over steel straps 2 takes place.
  • the left end region 120 of the precast concrete part 100 is connected to a total of four different guard rails of the elastic restraint system 500.
  • This has as main carrier on a trained as a box profile guard rail 511. This is preceded by two protective plank layers 512, 513 with an A-profile or B-profile. Above the main beam 511 there is another box profile 514.
  • the box section 511 provides the main support of the restraint system 500 in that the box section 511 is bolted to the double T-beam 121 (or other steel beam) integrated into the precast concrete part 100 ,
  • the upstream guard rail layers 512, 513 are through in the FIG. 12 recognizable spacers 540 attached to the main beam 511.
  • the spacers have a high rigidity.
  • the trained as a box profile main carrier 511 is anchored via a plurality of posts 530 in the ground.
  • the posts 530 have in a transition region 510 before the precast concrete part 100 a smaller distance X2 to each other than in front lying areas of the steel protective wall.
  • the reduced distance X2 is 1m while the normal distance X1 is 1.33m.
  • an increased rigidity in the transition region 510 is effected, whereby a lateral displacement of the steel structure before the precast concrete 100 makes it difficult and a Approximately continuous adaptation of the rigidity to the precast concrete part 100 and further to the concrete protection wall 400 takes place.
  • FIGS. 9 to 11 show a detail of the trained as a main carrier box section 511.
  • the box profile at its adjacent to the precast concrete 100 side on which it is bolted (or riveted) with the double-T-beam 121 a different cross-section than at its opposite end in which it is connected to a further protective box of the second restraint system 500 designed as a box profile.
  • the box section 511 thus tapers between its connection to the double T-beam 121 and its opposite end.
  • the box section 511 can be pushed at its one end onto a standard size double T-bar and connected at its other end to a box section of standard dimensions.
  • the cross section at the end facing the precast concrete part 100 is 150 mm ⁇ 180 mm (FIG. Fig. 10 ) while the cross-section at the opposite end is 138mm x 168mm ( Fig. 11 ).
  • box section 511 is formed at least in sections by welded sheets as a rectangular hollow profile.
  • the hollow profile 511 on one side usually the lower side partially open, as can be seen from the sectional view of Fig. 11 results.
  • elastic restraint system 500 made of metal thus has two areas.
  • a first area 510 where the system implements modifications that gradually adjust the rigidity of the system to the precast concrete part 100 and / or the attachability of the guard rails to the precast concrete part 100. These modifications are in relation to the FIGS. 9 to 11 described conical configuration of the main carrier 511, the provision of two (instead of as in the area 520 a) upstream protective plank layers 512, 513, the bending of the upper hollow section 514 before the precast concrete part 100 and the decreasing post spacing in front of the precast concrete part 100.
  • An adjoining area 520th The elastic restraint system 500 does not have such modifications formed on and not modified.
  • the adapted area 510 can be considered as part of a transitional construction, which additionally comprises the precast concrete part 100.
  • the transition structure is formed solely by the transition element or precast concrete part 100 and the fitted area 510 is part of the elastic restraint system 500.
  • the Fig. 12 shows the overall arrangement in perspective view.
  • the connection of the precast concrete part 100 with the concrete barrier 400 by means of steel straps is not shown for reasons of clarity. Good to see the connection of the main carrier 511 with the double-T-beam 121, wherein the main carrier 511 is pushed onto the double-T-beam.
  • the connection is made via corresponding holes in the two parts as well as screws or rivets.
  • the upper box section 514 which is bent down in a region 514 a and attached to the upper side 128 a to the precast concrete part 100.
  • the lower and upper guard rail layers 512, 513 can be seen, which are connected to the precast concrete part 100 in the region of the profiles 124, 125 by means of the lateral threaded bolts 126 and corresponding screws.
  • the main carrier 511 and the upper box section 514 are respectively attached to the post 530 and anchored over this in the ground.
  • the upstream guard rails 512, 513 are attached to the main carrier 511 via spacers 540.
  • the presentation of the Fig. 13 corresponds essentially to the representation of the Fig. 12 , so that reference can be made to the relevant remarks.
  • the Fig. 13 additionally shows the longitudinally extending concrete protective wall 400.
  • the construction described has stiffness and deformation behavior that continuously adapts to the particular restraint systems it connects.
  • FIGS. 14 to 17 show an embodiment of a transition structure, which is formed symmetrically in the longitudinal direction. Accordingly, both the transition element 100 ', which in turn is designed as a precast concrete element, and the adjacent region of the second restraint system 500' of lower rigidity are formed symmetrically in the longitudinal direction.
  • the concrete protective wall 400, which forms the restraint system of higher rigidity, is in any case designed to be symmetrical in the longitudinal direction.
  • connection between the precast concrete part 100 'and the concrete protection wall 400 takes place by a rotatable connection, for which purpose the precast concrete 100' and the concrete protection wall 400 are arranged spaced from each other and on the other a plurality of flat steel straps 2 is provided on both sides of the precast concrete part 100 'and the concrete protection wall 400 by means of threaded sleeves and associated screws with the precast concrete part 100' and the concrete barrier 400 are connected. It is in this respect to the comments on the FIGS. 5 to 7 Referenced. Only for drawing reasons, the existing distance between the precast concrete 100 'and the concrete barrier 400 in the Figures 14 and 15 not shown. He is present, however, as in the FIG. 5 shown.
  • the second end portion 120 'of the precast concrete part 100' is connected to a plurality of guardrails of the elastic restraint system 500 '.
  • a main carrier formed by a box profile guard rail 511 ' two of these upstream guard rail layers 512', 513 'with an A-profile or B-profile and above the main beam 511' another box section 514 'provided.
  • the box section 511 ' provides the main support of the restraint system 500' in that the box section 511 'is connected to the double T-beam 121' (or other steel beam) integrated in the precast concrete part 100, for example by means of screw connections. This is in particular on the basis of FIG. 16 recognizable, which represents only the main carrier 511'_und its connection to the precast concrete part 100 '.
  • the protective plank layers 512 ', 513' are formed on both sides of the guide 500 '. Accordingly, the precast concrete part 100 'according to the sectional view of FIG. 16 in its one end region 120 'on both longitudinal sides of profiles 124', 125 ', which allow the attachment of a protective barrier 512', 513 'on the precast concrete part 100'. The connection takes place as in relation to the FIGS. 4 and 12 described.
  • box section 511 'forming the main carrier is forked into a branch element 550' into two arms 551 ', 552', between which the posts 530 'of the second restraint system 500' are arranged, cf. Fig. 15 ,
  • the two box sections 551 ', 552' lie on angles 560 ', which are connected to the respective posts 530'.
  • the upper guard rail layers 513 ' are each connected to the main carrier 511' via a spacer 540 '.
  • the lower guard rails 512 ' are connected via a spacer 541' directly to the post 530 '.
  • the length between the second restraint system 500 'facing front side of the precast concrete part 100' and the first post 530 ', which adjoins the transition element 550' (see. FIG. 15 ), in one embodiment is between 400 and 600 cm, in particular about 525 cm.
  • the distance between the individual posts 530 'in this area is for example between 70 and 90 cm, in particular about 80 cm.
  • the precast concrete part may e.g. have a respect to the figures deviating shape, differently ausgestalte fasteners and / or serve the attachment of other or a different number of guard rails of an elastic restraint system.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Paving Structures (AREA)

Claims (12)

  1. Dispositif de guidage sur des voies de communication, qui comprend un premier système de barrière (400), un deuxième système de barrière (500), ainsi qu'une structure de jonction (100, 100') qui relie les deux systèmes de barrière (400, 500) l'un à l'autre, le premier système de barrière (400) ayant une plus grande rigidité que le deuxième système de barrière (500), à savoir que le premier système de barrière (400) est réalisé sous la forme d'une paroi de protection en béton et le deuxième système de barrière (500) est réalisé sous la forme d'un système métallique comprenant au moins une latte de protection (511, 512, 513, 514) en métal, en particulier en acier, et la structure de jonction comprenant un élément de jonction (100, 100') qui
    a) est assemblé mécaniquement au premier système de barrière (400) par l'intermédiaire de premiers moyens de fixation (116, 2), et
    b) est assemblé mécaniquement au deuxième système de barrière (400) par l'intermédiaire de deuxièmes moyens de fixation (121, 126, 127),
    c) l'élément de jonction (100, 100') étant assemblé mécaniquement au premier système de barrière (400) de telle sorte que, en présence d'une force appliquée lors d'un choc d'un véhicule, l'élément de jonction (100, 100'), sur son côté orienté vers le premier système de barrière (400), est apte à tourner au moins sur une zone angulaire définie par rapport au premier système de barrière (400),
    caractérisé en ce que
    à cet effet, l'élément de jonction (100, 100') et le premier système de barrière (400) sont disposés l'un par rapport à l'autre à une distance (3) qui permet une rotation de l'un par rapport à l'autre sans que les faces frontales face à face de l'élément de jonction (100, 100') et du premier système de barrière (400) ne soient reliées l'une à l'autre par une articulation.
  2. Dispositif de guidage selon la revendication 1, caractérisé en ce que la distance entre l'élément de jonction (100, 100') et le premier système de barrière (400) mesure entre 2 et 15 cm, en particulier entre 3 et 8 cm, en particulier autour de 5 cm.
  3. Dispositif de guidage selon l'une des revendications 1 à 2, caractérisé en ce que l'élément de jonction (100, 100') et le premier système de barrière (400) sont reliés mécaniquement l'un à l'autre par l'intermédiaire d'au moins deux membrures en acier (2) orientées dans le sens longitudinal du dispositif de guidage, lesdites membrures en acier (2) enserrant de part et d'autre le premier système de barrière (400).
  4. Dispositif de guidage selon la revendication 3, caractérisé en ce que les membrures en acier (2) sont fixées à l'élément de jonction (100, 100') par des douilles filetées (116) intégrées dans l'élément de jonction (100, 100') et par des douilles filetées (46) insérées ultérieurement dans le premier système de barrière (400).
  5. Dispositif de guidage selon l'une quelconque des revendications 1 à 4, caractérisé en ce que les deuxièmes moyens de fixation (121, 126, 127) sont intégrés dans l'élément de jonction (100, 100'), et au moins un élément de protection (511, 512, 513, 514) du deuxième système de barrière (500) est fixé à l'élément de jonction par les deuxièmes moyens de fixation (121, 126, 127).
  6. Dispositif de guidage selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément de jonction (100, 100') est réalisé sous la forme d'un élément préfabriqué en béton.
  7. Dispositif de guidage selon les revendications 5 et 6, caractérisé en ce que dans l'élément préfabriqué en béton (100, 100') sont intégrés des inserts en acier formant les deuxièmes moyens de fixation (121, 126, 127), qui permettent la fixation d'au moins une latte de protection (511, 512, 513, 514) du deuxième système de barrière (500) contre l'élément préfabriqué en béton (100, 100').
  8. Dispositif de guidage selon la revendication 7, caractérisé en ce que dans l'élément préfabriqué en béton (100, 100') est intégrée au moins une poutre en acier (121, 121'), qui fait saillie frontalement hors de l'élément préfabriqué en béton (100, 100') vers le deuxième système de barrière (500) et contre laquelle est fixée une latte de protection (511) du deuxième système de barrière (500).
  9. Dispositif de guidage selon l'une quelconque des revendications précédentes, caractérisé en ce que dans l'élément de jonction (100, 100') sont intégrées des douilles filetées (126, 127), par lesquelles au moins une latte de protection (512, 513, 514) du deuxième système de barrière (500) peut être vissée sur l'élément préfabriqué en béton (100, 100').
  10. Dispositif de guidage selon la revendication 9, caractérisé en ce que l'élément de jonction (100, 100') forme, au moins partiellement dans des zones dans lesquelles les douilles filetées (126) sont intégrées dans l'élément de jonction (100, 100'), un profilé (124, 125) adapté à la latte de protection (512, 513) fixée.
  11. Dispositif de guidage selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément de jonction (100, 100') est réalisé symétriquement par rapport à son axe longitudinal.
  12. Dispositif de guidage selon la revendication 11, caractérisé en ce que le deuxième système de barrière (500), au moins dans la partie adjacente à l'élément de jonction (100, 100'), est également réalisé symétriquement par rapport à son axe longitudinal et forme des lattes de protection sur les deux côtés.
EP08163671.4A 2007-09-04 2008-09-04 Dispositif conducteur sur des trajectoires de trafic doté de deux systèmes de retenue à raideur différente et d'une construction de passage entre ceux-ci Not-in-force EP2034094B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08163671T PL2034094T3 (pl) 2007-09-04 2008-09-04 Układ kierunkowy na drogach z dwoma systemami bezpieczeństwa biernego o różnej sztywności i konstrukcją przejściową między nimi

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007042392A DE102007042392A1 (de) 2007-09-04 2007-09-04 Leiteinrichtung an Verkehrswegen mit zwei Rückhaltesystemen unterschiedlicher Steifigkeit und einer Übergangskonstruktion zwischen diesen

Publications (3)

Publication Number Publication Date
EP2034094A2 EP2034094A2 (fr) 2009-03-11
EP2034094A3 EP2034094A3 (fr) 2011-12-28
EP2034094B1 true EP2034094B1 (fr) 2016-01-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP08163671.4A Not-in-force EP2034094B1 (fr) 2007-09-04 2008-09-04 Dispositif conducteur sur des trajectoires de trafic doté de deux systèmes de retenue à raideur différente et d'une construction de passage entre ceux-ci

Country Status (3)

Country Link
EP (1) EP2034094B1 (fr)
DE (1) DE102007042392A1 (fr)
PL (1) PL2034094T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11585057B2 (en) 2016-07-19 2023-02-21 Amg Metals, Inc. Transition barrier for connecting a permanent barrier to a temporary barrier

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT512924B1 (de) * 2012-08-24 2013-12-15 Voestalpine Strasensicherheit Gmbh Übergangskonstruktion zwischen zwei unterschiedliche seitliche Steifigkeiten aufweisenden Fahrzeugrückhaltesystemen

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Publication number Priority date Publication date Assignee Title
DE3742356A1 (de) * 1987-12-14 1989-06-29 Sps Schutzplanken Gmbh Uebergang bei verkehrswegen von einer betongleitwand auf schutzplanken
DE8914143U1 (fr) * 1989-11-30 1990-01-25 Sps Schutzplanken Gmbh, 8750 Aschaffenburg, De
DE29707447U1 (de) * 1997-04-24 1997-11-06 Sps Schutzplanken Gmbh Übergang bei Verkehrswegen von einer Betongleitwand auf eine Schutzplankeneinrichtung
CH694335A5 (de) 2002-06-06 2004-11-30 Weleco Ag Leitschranke.
DE202005020638U1 (de) 2004-10-06 2006-05-04 Tss Technische Sicherheits-Systeme Gmbh Übergangskonstruktion
DE102005020917A1 (de) * 2005-05-04 2006-11-09 Studiengesellschaft für Stahlschutzplanken eV Schutzplankenanordnung
DE202005008391U1 (de) * 2005-05-25 2005-09-08 Sps Schutzplanken Gmbh Übergang bei Verkehrswegen von einer Betongleitwand auf eine Schutzplankenanordnung
DE202006015433U1 (de) * 2006-09-01 2007-02-08 Sps Schutzplanken Gmbh Übergangskonstruktion
DE202006015432U1 (de) * 2006-09-21 2007-02-01 Sps Schutzplanken Gmbh Kontinuierliche Übergangskonstruktion
DE202006017431U1 (de) * 2006-11-14 2007-02-22 Sps Schutzplanken Gmbh Übergangskonstruktion mit Betonelementen

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11585057B2 (en) 2016-07-19 2023-02-21 Amg Metals, Inc. Transition barrier for connecting a permanent barrier to a temporary barrier

Also Published As

Publication number Publication date
PL2034094T3 (pl) 2016-07-29
DE102007042392A1 (de) 2009-03-05
EP2034094A3 (fr) 2011-12-28
EP2034094A2 (fr) 2009-03-11

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