EP2333160B1 - 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 wall longitudinal direction successively arranged Verkehrsleiteinrichtungsabschnitten such as concrete wall elements or Ortbetonwänden, which are interconnected or connectable at their ends by means of connecting devices, wherein the connecting means at least one tongue and groove connection with a substantially vertically extending insertion spring on a Front side of a Verkehrsleiteinrichtungsabschnitts and adapted in position and dimensions of the plug-in insertion on a front side of an adjacent Verkehrsleiteinrichtungsabschnitts, wherein the plug-in groove in the associated Einsteckfeder is locked in its inserted position.

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 are coupled together can and the traffic control wall thus 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 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 control systems, there are also other security systems, such as walls, which are built of steel components including the "classic" guard rail constructions in which horizontal profile rails made of steel are posted to ground anchored in the 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 crash, it has been proposed to lock each two adjoining wall elements in a form-fitting manner by providing a groove running 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 ). But 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 Verkehrsleitwänden, which are often set up only for a temporary period, walls are made of in-situ concrete increasingly for a permanent traffic route on motorways and other roads. All the different types of traffic control walls and security devices, 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" or "traffic control" 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 known Verkehrsleitwand on, in which the wall elements are frontally provided with connecting rails with an undercut, in section approximately T-shaped groove and an I-profile is pushed from above into the opposite connecting rails of two adjoining wall elements to lock them together. Even with this type of connection is a comparatively great movement 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

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 control device section to a traffic control device section, in particular the connection of Verkehrsleiteinrichtungsabschnitten different types such as a built of prefabricated wall panels wall portion on a stationary wall of in-situ concrete, has not been satisfactorily solved and the invention has set itself the task of a largely universally applicable connection device to provide that creates a secure connection between two wall elements or Verkehrsleiteinrichtungsabschnitten especially those of different types, the connection should be easy and fast to produce and a mobility of the wall elements or wall sections relative to each other should be largely prevented.

The US-A-6,464,865 shows a traffic control device according to the preamble of claim 1.

The above object is achieved with the invention in that 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 holding surface is doing the vertical lowering movement of the one Wall element implemented in a longitudinal movement, ie the wall elements move in the wall longitudinal direction towards each other, expediently until their end faces abut each other. In order 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.

The arrangement can be made such that the Einstecknut and the insertion spring are formed directly fixed to the concrete wall elements by, for example, as steel profiles in the production of concrete wall elements, which are designed according to the invention, directly on the front sides with one or be cast. However, it has proven to be particularly advantageous for many applications when the tongue and groove connecting means are arranged on a first, to be arranged on the first Verkehrsleiteinrichtungsabschnitt and fixable connector part and a second connector part, which is to be arranged on the second Verkehrsleiteinrichtungsabschnitt and fixable, the two Connector parts are then positively locked together by means of arranged at their mutually facing end faces plug-in spring and insertion. The use of such connector parts makes it possible, in a particularly simple manner, also existing guide wall sections, For example, an already built Ortbetonwand to connect to a subsequent wall section. For this purpose, it is particularly advantageous when the first connector part and / or the second connector part is / are adapted to the shape of the respective Verkehrsleiteinrichtungsabschnitts, for example by the first connector part and / or the second connector part as to the contour of the respectively associated first and / or second Verkehrsleiteinrichtungsabschnitts adapted cover shoe is configured / are.

The cladding shoe adapted 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 covers the respective traffic jam section at its front end and thus reliably inhibits joint mobility in the butt region to the other traffic jam section consisting of an in-situ concrete wall can exist. The arrangement can be made such that the first connector part and / or the second connector part is designed as a fixed to the respective Verkehrsleiteinrichtungsabschnitt arranged or mountable hood made of sheet steel. If the one Verkehrsleiteinrichtungsabschnitt is formed by an in-situ concrete wall, it is advantageously possible that the corresponding connector part is concreted at the front end of the Ortbetonwand in the manner of a lost formwork at 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 Verkehrsleitwand, it is useful if the respective connector part is lockable to the end-side wall element by means of this transversely interlocking 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 is done in principle in the invention from above. 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 joints 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 simple construction, which may preferably be used in the manufacture of concrete precast wall elements, is when the push-in spring is disposed on a steel profile attached to the front face of the concrete wall element. The steel profile can be poured and anchored, for example, on the front side of the concrete wall element in the concrete. Similarly, it is possible that the insertion groove is formed by a cast-in on the front side of the concrete wall element groove profile. In order to settle the transferred between the wall elements via the connecting elements longitudinal and transverse forces and moments well, the plug-in spring and / or the Einstecknut or these having connector parts may be connected to a reinforcement of the concrete wall element.

Fig. 1

eine Verkehrsleitwand im Übergangsbereich zwischen einem in Ortbeton errichteten Verkehrsleiteinrichtungsabschnitt und einem daran anzuschließenden Verkehrsleiteinrichtungsabschnitt aus einzelnen Wandelementen in perspektivischer, teilweise geschnittener Darstellung;

Fig. 2

den Gegenstand gemäß Fig. 1 im teilmontierten Zustand und teilweise im Schnitt; und

Fig. 3

eine Einzelheit III der Verkehrsleitwand nach Fig.2 in vergrößerter Darstellung.

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 reference numeral 10 designates the connection of a traffic control device section 12 consisting of a plurality of concrete wall elements 11 to a second traffic guidance device section 13 constructed in situ concrete. For the purpose of the invention, the term "traffic route section" is to be understood as meaning guide wall 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 to the actual Can guide elements for accident vehicles behind these built absorber designs. 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 Figure 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 approximately circular segment-shaped configuration, the support surface could of course be inclined wedge-shaped, in which case the latch member may consist of a simple, the insertion groove 24 transversely interspersed, for example cylindrical locking pin, in line contact with the obliquely to the vertical support surface retraction of the Spring causes 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. As a result, the cover shoe with its two side walls, which are adapted to the lateral wall surfaces of the end-side wall element 11 of the first wall section 12 and converge upward, contacts the wall element and covers it with an upper side wall Cover that 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 in the inserted state at least largely free of play in the groove surrounds. 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 according to the invention or traffic control wall can be constructed from prefabricated concrete wall elements, wherein the arrangement can be made so that the concrete wall elements are all configured the same and thus have at one end face a push-in spring and at its other end an insertion groove. 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, ie 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, which are to be constructed 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 (14)

1. Traffic guidance device comprising traffic guidance device portions which are arranged one behind another in the longitudinal direction of the wall and are interconnected on the end faces thereof by means of a connecting device, the connecting device (15) comprising at least one tongue and groove connection comprising an insertion tongue (23), which extends substantially vertically, on an end face (20) of a traffic guidance device portion (12) and an insertion groove (24), which is adapted to the insertion tongue (23) in position and dimensions, on an end face (21) of an adjoining traffic guidance device portion (13), it being possible to lock the insertion tongue (23) which is inserted into the associated insertion groove (24) in its inserted position, and said insertion tongue being provided with a hook recess (28) which is open at the top or the bottom and the insertion groove (24) comprising an interlocking part (29) which is adapted to the hook recess and is inserted from above or below into the hook recess (28) when the traffic guidance device is assembled, characterised in that the hook recess (28) has a retaining surface (30) which is curved or inclined in a wedge-shaped manner.
2. Traffic guidance device according to claim 1, characterised in that the connecting device (15) comprises, in order to connect the first traffic guidance device portion (12) to the second traffic guidance device portion (13), a first connector part (16) which is to be arranged and can be fixed on the first traffic guidance device portion (12), and a second connector part (17) which is to be arranged and can be fixed on the second traffic guidance device portion (13), it being possible to lock the two connector parts (16, 17) to one another in an interlocking manner by means of the insertion tongue (23) and insertion groove (24) arranged on the end faces (20, 21) thereof which face one another.
3. Traffic guidance device according to either claim 1 or claim 2, characterised in that the first connector part (16) and/or the second connector part (17) is/are adapted to the shape of the respective traffic guidance device portions (12, 13).
4. Traffic guidance device according to any of claims 1 to 3, characterised in that the first connector part (16) and/or the second connector part (17) is/are configured as an enveloping shoe which is adapted to the contour of the respective associated first and/or second traffic guidance device portions (12, 13).
5. Traffic guidance device according to any of claims 1 to 4, characterised in that the first connector part (16) and/or the second connector part (17) is configured as a hood which is made of a steel sheet and can be securely arranged or assembled on the respective traffic guidance device portions (12, 13).
6. Traffic guidance device according to any of claims 1 to 5, characterised in that the first traffic guidance device portion (12) is formed by a wall element (11) of a movable traffic guidance wall, which is constructed 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) which pass transversely through said wall element.
7. Traffic guidance device according to any of claims 1 to 6, characterised in that the second traffic guidance device portion (13) is formed by a cast-in-situ concrete wall, and the second connector part (17) is concreted to the end-face end of the cast-in-situ concrete wall in the manner of permanent formwork.
8. Traffic guidance device according to any of claims 1 to 7, characterised in that the tongue and groove connections (23, 24) extend over at least three quarters of the height of the traffic guidance device portions (12, 13).
9. Traffic guidance device according to any of claims 1 to 8, characterised in that a plurality of tongue and groove connections are provided in parallel on the end faces of the traffic guidance device portions (12, 13).
10. Traffic guidance device according to any of claims 1 to 9, characterised in that the insertion tongue (23) and the insertion groove (24) are provided with transverse bores (26, 27) which align with one another in the inserted position, through which bores a tie bolt (25) can be inserted.
11. Traffic guidance device according to any of claims 1 to 10, characterised in that the insertion tongue (23) is arranged on a steel profile, which is fastened to the end face (20) of the traffic guidance device portion (12) which is configured as a concrete wall element.
12. Traffic guidance device according to claim 11, characterised in that the steel profile is cast in concrete and anchored to the end face (20) of the concrete wall element (12).
13. Traffic guidance device according to any of claims 1 to 12, characterised in that the insertion groove (24) is formed by a groove profile which is cast on the end face (21) of the traffic guidance device portion (13).
14. Traffic guidance device according to any of claims 1 to 13, characterised in that the insertion tongue (23) and/or the insertion groove (24) is/are connected to a reinforcement of the traffic guidance device portion (13).

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