EP2281088B1 - Traffic guidance device - Google Patents

Abstract

The method involves arranging a separating clutch (102) between an internal combustion engine (101) and an additional machine (103) e.g. electrical machine, and providing a crankshaft angle sensor for detecting an actual crankshaft angle of the engine. The clutch is opened or is already open when a high-voltage battery is in a discharged state. The machine is accelerated. The clutch is closed after completion of the acceleration process of the machine such that the engine is accelerated. The engine is started by direct start as soon as the sensor provides a favorable crankshaft angle. An independent claim is also included for a device for starting an internal combustion engine of a hybrid drive train.

Description

The invention relates to a Verkehrsleiteinrichtung with in the longitudinal direction of the wall successively arranged Verkehrsleiteinrichtungsabschnitten such as concrete wall elements or Ortbetonwänden, which are connected at their ends by means of connecting devices with each other, wherein the connecting means for connecting a first Verkehrsleiteinrichtungsabschnitts to a second Verkehrsleiteinrichtungsabschnitt a first, to be arranged on the first Verkehrsleiteinrichtungsabschnitt and Fixable connector part and a second connector part, which is to be arranged and fixable to the second Verkehrsleiteinrichtungsabschnitt, wherein the two connector parts together by means of at least one tongue and groove connection with a substantially vertically extending insertion spring on an end face of a connector part and in position and Dimensions adapted to the insertion spring insertion groove on a front side of the adjacent verb inderteils are positively locked together.

Traffic control devices can be constructed, for example, as traffic control walls composed of individual wall elements as prefabricated components, as are used, in particular, in construction sites on motorways or other heavily traveled roads. There, they are usually set up for a temporary period in order to delineate the spatially closely spaced lanes from each other and to ensure that even in the event of an accident, a vehicle can not get from one lane to the opposite lane.

For such temporary erected traffic control walls are usually solid concrete wall elements are used, which have a widened foot to ensure a sufficiently wide footprint and tapering towards her head area. At their end faces, the wall elements are provided with connecting means, so that each two successive wall elements can be coupled to each other and thus the traffic guide wall forms a long chain with the wall elements as chain links.

The connection of the wall elements with each other is important to ensure that in a lateral impact of a vehicle against the traffic control wall this does not break up laterally, but the traffic flows continue to reliably separate from each other and the crashed vehicle leads in the longitudinal direction of the wall. Despite the high weight of the mounted on the roadway or the like. And interconnected wall elements but it can happen in an accident, especially with a heavy vehicle at a large impact angle and / or high speed of the accident vehicle to the fact that the baffle in the Impact location laterally strongly offset, which is accompanied by a not to be underestimated threat to oncoming traffic or traffic on the other side of the traffic control wall. This is due to the fact that the known Verkehrsleitwände whose wall elements are chain link-like and thus articulated to each other in a relatively large angular range, due to this design in their longitudinal direction have a comparatively low rigidity.

In addition to such built of precast concrete traffic management devices, there are also other security systems, such as walls, which are constructed of steel components including the 'classic' guard rail constructions in which horizontal profile rails made of steel are posted to anchored in the ground, vertical support post.

In order to keep the lateral deflection of the baffle in the connection region of two wall elements as small as possible in the event of a vehicle impact, it has been proposed to lock each two adjoining wall elements in a form-fitting manner by providing a groove extending in the wall longitudinal direction on the underside of the wall elements which engages a previously arranged on the roadway steel profile spring-like and thereby prevents joint mobility between the two interconnected wall elements ( WO 2007/051 219 ). However, this arrangement has the disadvantage that an additional component, namely the steel profile element, must be provided as a connecting part, which must then be placed in the assembly of the wall first accurate position on the road to then set up the wall elements can. It must be worn with relatively complex means to ensure, then the wall elements in the event of an accident does not stand out from the connecting element and thereby release from the positive locking, because otherwise the traffic control wall at this junction with the associated risk of traffic.

In addition to consisting of individual prefabricated elements traffic control walls, which are often set up only for a temporary period, are increasingly for a permanent traffic route on motorways and other roads Walls made of in-situ concrete. All the different types of Verkehrsleitwänden and -Sicherungseinrichtungen, which should ensure that an accident vehicle can not break out of the path of the traffic route laterally, but is guided substantially parallel to the road and held on this, are below in the context of the invention as be considered as falling within the term 'traffic control device' or 'traffic guidance section'.

The EP 1 083 264 A1 describes a Betonleitwand, in the connecting means consist of arranged on the end faces of the wall elements hook strips which interlock in the assembled state of the wall elements to lock the wall elements together. The design of the hook strips thereby causes an articulated connection of the wall elements with each other, so that the desired stiffness of the concrete wall with such connection means is not achievable. The same problem also occurs in the case of EP 641 893 B1 well-known traffic control wall, in which the wall elements are provided with connecting rails with an undercut, cut approximately T-shaped groove and an I-profile from above into the opposite connecting rails of two adjacent wall elements to lock them together. Even with this type of connection, there is a comparatively large movement play between the wall elements; Moreover, it has proved to be disadvantageous that an additional connecting part in the form of the I-profile carrier is required to connect the wall elements together.

From the GB 2 219 332 A It is known to provide a Verkehrsleiteinrichtung with in the wall longitudinal direction one behind the other and can be connected to each other at their front sides by means of a connecting means connectable sections, wherein the connecting means consists of a vertically extending, lockable tongue and groove connection. Similarly, also the US-A-5975793 a lockable tongue and groove connection to a traffic control device of the generic type.

In particular, in the construction phase of a highway or other road, there are situations in which adjoin Verkehrsleiteinrichtungsabschnitte different types together, for example, fixed in situ concrete traffic control walls and flexibly deployable wall sections of precast. The connection of a first traffic jam section to a traffic jam section, in particular the connection of different types of traffic jam sections, such as a wall section made of prefabricated wall elements to a stationary wall of in-situ concrete, has not yet been satisfactorily solved and The invention has set itself the task of creating a largely universally applicable connection device, which creates a secure connection between two wall elements or Verkehrsleiteinrichtungsabschnitten especially those of different types, the connection easily and quickly produced and mobility of the wall elements or wall sections relative to each other as far as possible should be prevented.

This object is achieved with the invention in that the first connector part and / or the second connector part is configured as a hull adapted to the contour of the respectively associated first and / or second traffic-guiding device section, which positively surrounds the front-side end of the respective traffic-guiding device section over sums. Preferably, the first connector part and / or the second connector part can be configured as a fixed to the respective Verkehrsleiteinrichtungsabschnitt arranged or mountable hood made of sheet steel.

By arranging the tongue and groove connecting devices on a first connector part to be arranged and fixable on the first traffic guide section and a second connector part to be arranged and fixable on the second traffic guide section, the two connector parts then being arranged with each other by means of the front sides facing each other Insertion spring and insertion are positively locked, it is possible to connect existing Leitwandabschnitte, for example, an already built Ortbetonwand to a following wall section. For this purpose, the first connector part and / or the second connector part is / are adapted to the shape of the respective traffic route device section, namely by configuring the first connector part and / or the second connector part as a cover shoe adapted to the contour of the respectively associated first and / or second traffic control device section. are, and / or designed as fixed to the respective Verkehrsleiteinrichtungsabschnitt arranged or mountable hood made of sheet steel is / are.

The cladding shoe fitted to the contour of the respective traffic control device section, for example an end wall element of a 'mobile' wall section constructed of individual elements, positively surrounds or overlaps the respective traffic jam section at its front end and thus reliably inhibits joint mobility in the butt region to the other traffic control device section consisting of an in-situ concrete wall can exist. If the one Verkehrsleiteinrichtungsabschnitt is formed by an in-situ concrete wall, it is advantageously possible that the corresponding connector part at the front end the Ortbetonwand in the manner of a lost formwork is concreted on this. The concreted connector part can be formed as a solid terminal block, and it has proven to be particularly advantageous in practice to define this terminal block as a starting point for the in-situ concrete to be erected wall.

If at least one of the two Verkehrsleiteinrichtungsabschnitte is formed by a wall element of a constructed of several wall elements mobile traffic control wall, it is useful if the respective connector part can be locked to the end wall element by means of this transversely interspersing locking bolt. The Einstecknut or spring are - as already indicated - arranged in this design of the connector parts at the end faces or preferably integrally formed.

With the tongue and groove connection according to the invention, in which the insertion groove and the insertion spring extend in the vertical direction, the guide device sections can be easily and quickly connected to one another simply by the wall element or the like having the insertion spring. is plugged with its insertion spring into the Einstecknut the adjacent wall element. This can basically be done both from above and in the longitudinal direction of the wall. The length of the insertion spring in the longitudinal direction of the wall and the depth of the Einstecknut are so large that a positive fit is not only ensured transverse to the wall longitudinal direction, but also a joint mobility, ie pivoting about an approximately vertical axis, at least largely prevented. Accordingly, the lateral play that has the plug-in spring in the inserted state in the groove, as small as possible and appropriate only so large that a trouble-free construction of the traffic control wall is made sure of the construction site. The length of the insertion spring in the longitudinal direction of the wall may for example be greater than 5 cm, preferably even greater than 8 cm.

In order to ensure a particularly secure connection of the wall elements with each other, the tongue and groove joints preferably extend over at least three quarters of the height of the concrete wall elements. It is also possible that a plurality of tongue and groove connections are provided in parallel side by side on the end faces of the concrete wall elements, whereby the connection is particularly well stiffened.

In order to ensure the locking of the insertion spring in the insertion, the plug-in spring and the insertion can be provided with aligned in the inserted position transverse bores through which a locking bolt is pluggable. A particularly advantageous embodiment is obtained when the plug-in spring is provided with at least one hook opening which is open at the top or at the bottom and the plug-in groove is one each has latching part adapted to the hook recess (s), which engages in the associated hook recess from above or below in the assembled state of the traffic-guiding wall. It has proved to be particularly advantageous if the hook recess has a curved or wedge-shaped inclined holding surface. When setting up the traffic control device, the one Verkehrsleiteinrichtungselement is then drained from above along the end face of the adjacent element so that the insertion engages in the Einstecknut and the Hakenausnehmung comes into engagement with the latch member and the two wall elements thereby locked together. By the curved or wedge-shaped support surface thereby the vertical lowering movement of a wall element is converted into a longitudinal movement, ie the wall elements move in the wall longitudinal direction toward each other, expediently until their end faces abut each other. To ensure the widest possible frontal contact of the interlocked wall elements here, it is possible between the facing end faces of the wall elements compensating elements, for example in the form of elastomer or geotextile buffers, rubber or plastic plates or the like. provided. With such compensating elements, the possibly arising problem can be met with a double fit, which in some cases can cause the end faces of the wall elements already abut against each other before the lowered wall element safely and completely stands up on the ground, thus practically hanging in the air. Here, the compensation elements - combined with sufficient air between the actual end faces of the wall elements - because of their elasticity ensure that each wall element always rests securely on the ground. The tension band action generated by the hook-shaped or wedge-like, positive locking leads to an excellent rigidity of the connection produced, in particular also transversely to the longitudinal direction of the wall.

Further features and advantages of the invention will become apparent from the following drawings and description, wherein a preferred embodiment of the invention will be explained in more detail by way of example. It shows:

Fig. 1 a Verkehrsleitwand in the transition region between an in-situ concrete Verkehrsleiteinrichtungsabschnitt and a to be connected Verkehrsleiteinrichtungsabschnitt of individual wall elements in perspective, partially sectioned view;

Fig. 2 the object according to Fig. 1 partially assembled and partly in section; and

Fig. 3 a detail III of the traffic control wall after Fig.2 in an enlarged view.

In the drawings, the connection of a 10 consisting of several concrete wall elements 11 Verkehrsleiteinrichtungsabschnitts 12 at a second, constructed in situ concrete traffic control section 13 is designated. For the purpose of the invention, the term 'traffic route section' is to be understood to mean baffle areas or sections of any length, such as are erected along roads or carriageways, in order to create a lateral boundary for the traffic. It also need not be walls made of concrete or precast concrete, but it should also other control systems, such as steel such as transportable steel walls or guard rail systems are subsumed under this term, including any additional structures to such control systems, which are parallel can act to the actual guiding elements for accident vehicles behind these built absorber structures. Also, the term 'Verkehrsleiteinrichtungsabschnitt' within the meaning of the invention in the simplest case, individual wall elements of a constructed from such traffic control wall, which are interconnected or are.

In order to provide a secure transition between the two traffic jam sections 12, 13, a connecting device 15 is provided for the connection in the connecting region 14 between the two wall sections, which consists essentially of two connector parts 16, 17, which at the end regions 18,19 of the two respective Verkehrsleiteinrichtungsabschnitte 12,13 are fixed. One behind the other, the connector parts 16, 17 can be positively locked at their mutually facing end faces 20, 21 with locking means 22 arranged there. The locking means 22 consist of tongue and groove connections with a substantially vertically extending insertion spring 23 on an end face 20 of the one connector part 16 and a in position and dimensions of the insertion spring 23 adapted insertion groove 24, located on the end face 21 of the adjacent connector part 17 is located. In this case, the arrangement is such that the plug-in spring 23 in its inserted into the Einstecknut 24 position ( Fig.2 ) Is locked so that they can not inadvertently slide out of the groove in the finished state of the connection between the two Verkehrsleiteinrichtungsabschnitten at and after their construction.

The locking is effected on the one hand by a locking bolt 25 which is plugged through transverse bores 26 and 27, which are arranged on the insertion spring 23 and the insertion groove 24 so that they are aligned with each other in the inserted position of the insertion. On the other hand, the insertion spring 23 is provided for locking in the Einstecknut 24 with a bottom open Hakenausnehmung 28, while the Einstecknut 24 has adapted to the Hakenausnehmung 28 latch member 29 which engages in the mounted state of the connecting device from below into the Hakenausnehmung 28.

Out Fig. 3 can best be seen that the Hakenausnehmung 28 has a curved support surface 30 and that the latch member 29 is adapted to this curved shape of the Hakenausnehmung quarter-circle, so that provided with the Einsteckfeder 23 connector part 16 due to the high weight of the concrete wall element 11, at it is firmly connected, largely by itself with its front side 20 against the end face 21 of the insertion groove 24 having connector part 17 on the Ortbetonwand 13 zoom. This ensures that the insertion spring 23 engages as deeply as possible in the insertion groove 24. Instead of the approximately circular segment-shaped configuration, the support surface could of course also be wedge-shaped inclined, in which case the latch member also from a simple, the insertion groove 24 transversely interspersed, for example cylindrical Locking pin may consist, which causes in line contact with the obliquely to the vertical support surface retraction of the spring in the groove when the wall elements are connected together. The tension effect achieved thereby, ie the transmitted over the end walls of the Verkehrsleiteinrichtungsabschnitte, internal tensile forces in the longitudinal direction of the wall, cause excellent rigidity of the compound in its transverse direction, so that an accidental, against the wall impacting vehicle does not cause the wall due the impact forces is transversely offset, but rather the load transversely to the longitudinal direction of the wall is converted into an increased tensile stress in the longitudinal direction of the wall.

The insertion spring 23 is formed by a projecting steel profile, which is welded to the end face 20 of the connector part 16 also made of steel. This designed as a welded steel construction connector part 16 forms a Hüllschuh for the end wall element 11 of the section 12 by being adapted to the contour of the end-side concrete wall element 11 and this covered over about a third of its length. In this way, the Hüllschuh sets with its two adapted to the side wall surfaces of the end wall element 11 of the first wall section 12 side walls, which converge upward, to the wall element and covers it with a top cover, which connects the upper edges of the side walls. The connector part 16 is fastened to the wall element 11 by means of fastening means 32 introduced transversely through its side walls, which can be threaded rods or bolts, for example, which are inserted through bores in the side walls and the wall element and secured with nuts. Alternatively, the attachment means 32 can also be heavy-duty anchors, which are firmly anchored in the wall part from both sides of the Hüllschuhs.

The insertion groove 24 is formed by a steel groove profile 33 on the end face 21 of the second connector part 17, wherein the width of the groove 24 is adapted to the thickness of the insertion spring 23, so that it substantially at least largely free of play in the inserted groove in the groove. The groove profile 24 may be connected to a longitudinal reinforcement in the concrete wall 13 to ensure a particularly firm connection with this.

The invention is not limited to the illustrated and described embodiment. Rather, a number of changes and additions are possible without departing from the scope of the invention. For example, a traffic control device or traffic control wall according to the invention can be constructed from concrete wall elements produced as prefabricated components, wherein the arrangement can be made such that the concrete wall elements are all configured identically and thus have on its one end face a push-in spring and on its other end face a Einstecknut. But it is also possible to design concrete wall elements with Einsteckfedern or Einstecknuten including the respectively formed thereon Hakenausnehmungen or latch parts on each of both end faces and then build the different types of wall elements alternately. Such an arrangement facilitates the replacement of individual wall elements from a completely constructed traffic control wall, if this should prove necessary, for example after an accident.

It is also possible to equip the concrete wall elements at their ends with more than one vertical tongue and groove connection, so for example to provide three parallel insertion springs and insertion over at least a portion of the height of the wall elements, which is particularly in very large and heavy wall elements in question comes, which are to be built up because of particularly high security requirements. Finally, it is also not mandatory that the insertion springs and insertion grooves are provided on separate connector parts, for example in the form of Hüllschuhkonstruktionen described in connection with the preferred embodiment. They can also be embedded directly into the concrete, in particular in the case of wall elements produced as prefabricated concrete components, or welded to steel constructions.

Claims (9)

1. Traffic guidance device having traffic guidance device sections which are arranged one behind another in the longitudinal direction of the wall and are connected to one another on the end sides thereof by means of a connecting device, wherein, in order to connect a first traffic guidance device section (12) to a second traffic guidance device section (13), the connecting device (15) has a first connector part (16) which is to be arranged on the first traffic guidance device section (12) and can be fixed, and a second connector part (17) which is to be arranged on the second traffic guidance device section (13) and can be fixed, wherein the two connector parts (16, 17) can be locked to each other in an interlocking manner by means of at least one tongue-and-groove connection having a substantially vertically extending plug-in tongue (23) on an end side (20) of the one connector part (16) and a plug-in groove (24), which is matched in position and dimensions to the plug-in tongue (23), on an end side (21) of the adjacent connector part (17), characterized in that the first connector part (16) and/or the second connector part (17) are/is configured as an enveloping shoe which is matched to the contour of the respectively associated first and/or second traffic guidance device section (12, 13) and grips in an interlocking manner around or over the end-side end of the respective traffic guidance device section.
2. Traffic guidance device according to Claim 1, characterized in that the first connector part (16) and/or the second connector part (17) are/is configured as a steel-sheet hood which is arranged or can be fitted fixedly on the respective traffic guidance device section (12, 13).
3. Traffic guidance device according to Claim 1 or 2, characterized in that the first traffic guidance device section (12) is formed by a wall element (11) of a mobile traffic guidance wall, which is erected from a plurality of wall elements, and in that the first connector part (16) can be locked to the end-side wall element (11) by means of locking bolts (32) passing transversely through said wall element.
4. Traffic guidance device according to one of Claims 1 to 3, characterized in that the second traffic guidance device section (13) is formed by a cast-in-situ concrete wall, and the second connector part (17) is concreted to said cast-in-situ concrete wall on the end-side end thereof in the manner of non-permanent formwork.
5. Traffic guidance device according to one of Claims 1 to 4, characterized in that the tongue-and-groove connections (23, 24) extend over at least three quarters of the height of the traffic guidance device sections (12, 13).
6. Traffic guidance device according to one of Claims 1 to 5, characterized in that a plurality of tongue-and-groove connections are provided in parallel next to one another on the end sides of the connector parts (16, 17) arranged on the traffic guidance device sections (12, 13).
7. Traffic guidance device according to one of Claims 1 to 6, characterized in that the plug-in tongue (23) and the plug-in groove (24) are provided with transverse bores (26, 27) which are aligned with each other in the plugged-in position and through which a tie bolt (25) can be plugged.
8. Traffic guidance device according to one of Claims 1 to 7, characterized in that the plug-in tongue (23) is provided with a hook recess (28) which is open at the top or bottom, and the plug-in groove (24) has an interlocking part (29) which is matched to the hook recess and, in the fitted state of the traffic guidance device, grips into the hook recess (28) from above or below.
9. Traffic guidance device according to one of Claims 1 to 8, characterized in that the hook recess (28) has a retaining surface (30) which is curved or is inclined in a wedge-shaped manner.

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