EP2439340B1 - Système de barrière de sécurité - Google Patents

Système de barrière de sécurité Download PDF

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Publication number
EP2439340B1
EP2439340B1 EP11183029.5A EP11183029A EP2439340B1 EP 2439340 B1 EP2439340 B1 EP 2439340B1 EP 11183029 A EP11183029 A EP 11183029A EP 2439340 B1 EP2439340 B1 EP 2439340B1
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EP
European Patent Office
Prior art keywords
uprights
guardrail system
longitudinal profile
elements
deformation
Prior art date
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Active
Application number
EP11183029.5A
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German (de)
English (en)
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EP2439340A2 (fr
EP2439340A3 (fr
Inventor
Bernhard Lichtberger
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Saranus Beteiligungsverwaltungs GmbH
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Saranus Beteiligungsverwaltungs GmbH
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Application filed by Saranus Beteiligungsverwaltungs GmbH filed Critical Saranus Beteiligungsverwaltungs GmbH
Priority to SI201130681T priority Critical patent/SI2439340T1/sl
Publication of EP2439340A2 publication Critical patent/EP2439340A2/fr
Publication of EP2439340A3 publication Critical patent/EP2439340A3/fr
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Classifications

    • 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
    • E01F15/04—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
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a guide rail system for arrangement on a roadway comprising at least one guide element of a first longitudinal profile, uprights, fasteners for connecting the guide element with the uprights, and at least one further longitudinal profile, which is arranged below or above the guide element and the stanchers via further fasteners is connected, wherein the further fastening elements are formed as deformation elements, which are each attached to a further longitudinal profile facing end face of a respective Steher and having an approximately U-shaped cross section with a base and two legs.
  • this describes DE 20 2006 015 149 U1 a guard rail assembly having in cross-section W-shaped, releasably connected to a protective barrier strand guardrails, which are attached to the integration of distance brackets to vertical posts with a C-shaped cross-section, the guard rails on their posts facing the inside with trapezoidal in cross-section rails are stiffened, wherein in the posts reinforcing profiles are inserted with an outer contour that corresponds approximately to the inner contour of the posts.
  • the EP 1 640 505 A1 shows a guard rail assembly for a vehicle restraint system for securing roadways with a plurality of profile posts that are anchored or anchored in a ground, at least one along a longitudinal axis extending guard rail and at least one spacer element arrangement, by means of which the guard rail each coupled to one of the profile posts or coupled is, wherein roadway side, the spacer element arrangement between at least one of the profile posts and the at least one protective barrier strand is arranged and wherein the spacer element arrangement is formed such that it deforms impact-dependent, wherein the spacer element arrangement - viewed in the direction of the longitudinal axis - has at least two angled connecting legs, which are attached or attachable via a base portion to the associated profile post and which are each formed via a contact portion for connection to the protective barrier, and wherein the spacer element arrangement in the direction of the longitudinal axis respectively is limited in length to a region at or near the respective profile post and is angled several times in the direction orthogonal to the longitudinal
  • a steel barrier which consists of releasably juxtaposed guard rails with a substantially W-shaped cross-section, which of a central floor, from the bottom of diverging inner legs, provided by the end of the inner leg roadway-side transition sections and adjoining the transition sections is formed in opposite directions V-shaped to the inner legs extending outer legs, wherein the end of the outer leg directed away from the ground stiffening webs are provided, connect to the approximately in the direction of the outer leg extending leg extensions.
  • guide rail systems are also known which emphasize the elasticity of the system so that the kinetic energy released upon impact of a vehicle can be better absorbed into deformation energy.
  • the applicant's own EP 2 218 826 A2 a guide rail for arrangement on a roadway comprising at least one guide element of a longitudinal profile, at least one post and at least one fastening element for connecting the guide element to the post, wherein the fastener is formed as a deformation element and, viewed in side view, at least approximately rhomboidal cross-section.
  • Another fastener is from the EP 1 650 352 A1 known, which describes an intermediate piece for connecting a guardrail with stanchions of a guide, wherein the intermediate piece is substantially U-shaped, a web of the intermediate piece for attachment to the post has at least two holes and at the free ends of the legs of the intermediate piece holes for the attachment of the guardrail band are provided.
  • a guardrail which is intended to be arranged along traffic routes of vehicles comprising in a use position two horizontal planks, which are arranged one above the other and are attached to vertical supports via individual supports for each vertical support, the lower plank one middle web and two waves, which are extended in the direction of the essays by two diverging wings has.
  • the guardrail comprises spacers which are interposed between the lower plank and each cap and which are secured to the web of the lower plank on the one hand and to one of the attachments on the other hand, the spacers holding the lower plank at such a distance from the corresponding cap, in that the end of the wings of the lower plank is spaced from the attachment, each spacer comprising two successive sections, of which a first, forward section, viewed from the attachment region of the spacer at the web of the plank, has a compression resistance which is less as that of a second, rear portion which is near the attachment.
  • Each article is formed by a hollow profile segment, which has a front side having a continuous longitudinal opening, on both sides of which there are flat edges, on the outside of which one of the spacers leans and on the inside of mounting parts of the spacer (11) lean.
  • the upper plank is formed by a hollow profile having a back having a continuous longitudinal opening, on both sides of which there are flat edges, the outside of which is set against the front of the attachments and the interior of which is the attachment means of the profile to the attachments receives.
  • the object of the present invention is to improve a guardrail system.
  • the advantage here is that by the stiffness of the longitudinal profile a Aufschaukelung is avoided by a pumping motion, and thus the impact can be better attenuated, at the same time by the deformation element, in particular its shape, in addition, the absorption of deformation energy is improved, so this so for Reducing the kinetic energy of the impacting vehicle or motorcyclist contributes.
  • a system improvement is generated by the attachment of the additional longitudinal profile, since the base system "guide rail" thus has an improved effective range.
  • the dynamic deflection of the base system to the rear with a range of action W5 (less than 1.7 m) is improved in the combination on W3 (less than 1.0 m).
  • the guide rail system is also suitable for sites with little space, for example in the field of noise barriers, better.
  • the combination is more cost-effective than systems with higher retention level (H1, H2) with the same effective range.
  • the information on the effective range and the containment level are in accordance with EN 1317-2. Due to the arrangement of the connecting element, on the one hand, the introduction of force into each post is improved and, on the other hand, a very rigid connection between the deflectors is obtained.
  • a deformation element is on the one hand at one of the further longitudinal profile facing end side of a respective stanchion and on the other hand laterally offset to the uprights attached to the further longitudinal profile.
  • the deformation elements have an approximately U-shaped cross section with a base and two adjoining legs, wherein one leg is designed to run obliquely to the further leg. It is thus on the one hand a cost-effective design of the deformation elements provided, on the other hand allow easy installation.
  • a deformation element is preferably connected to one stanchion only via a clamping connection in order not to influence the deformation of the stirrup to the rear during the impact of a vehicle. It can thus be solved by the energy released during the impact this connection.
  • the deformation elements are screwed to the uprights by means of screws, and at least some of the screws form a predetermined breaking point, that is, they are designed only for a maximum load. It is thus also achieved that the further longitudinal profile per se is subject to a lower deformation in the event of an impact, as a result of which a better protective function can be achieved.
  • the further longitudinal profile is connected to the first longitudinal profile with at least one connecting element, wherein the connecting elements between two adjacent uprights are arranged, so that this area is also stiffened.
  • it can thus be avoided influencing the effect of the connecting elements in the event of a vehicle impact by the uprights.
  • the connecting elements are arranged at an angle extending obliquely against the vertical. Due to the inclination, similar to the deformation element, a better power flow within the connecting elements will be achieved in a vehicle collision. In particular, the connecting elements against the normally expected direction of impact, as against the direction of travel, inclined.
  • the angle is selected from a range with a lower limit of 45 °, in particular 65 °, and an upper limit of 86 °, in particular 80 °.
  • connecting elements may have a predetermined breaking point. This is particularly advantageous in the case of the impact of a motorcycle, as it allows the impact to be "softer” intercepted by the further longitudinal profile of the guide element can be solved. It is thus better avoided a "pumping effect" of the guardrail system.
  • a third fastening element can be arranged and connected to the uprights and the further longitudinal profiles, which has a higher rigidity than the deformation element. It is thus the train composite improved over the entire length of the guide rail system.
  • This Buchverbund is designed so that here the introduced longitudinal forces can be supported by the baffle system. This allows a better system voltage in case of a crash of a vehicle.
  • At least one reinforcing element is arranged in at least one corner region of the third fastening element. This reinforcing element contributes to the fact that it can be better avoided that the longitudinal profile mounted on the third fastening element is pressed by the impact inwards, ie away from the roadway.
  • the further longitudinal profile forms an underride protection with respect to the guide element.
  • the longitudinal central axes defined by the legs of the deformation element enclose an angle which is selected from a range with a lower limit of 30 °, in particular 40 °, and an upper limit of 75 °, in particular 60 °. It is thus the deformability of this fastener improved.
  • the attachment of the further longitudinal profile is closer to the uprights, whereby they undergo better support by the uprights during a vehicle impact.
  • a leg of the fastening element has a recess for producing a clamping connection with the post.
  • Fig. 1 and 2 is a section of a guide rail system 1 in rear view, that is shown in view in the direction of a roadway, not shown, or side view.
  • This guide rail system 1 is used for arrangement on a roadway and comprises a plurality of guide elements 2, ie guide rails.
  • the guide elements 2 are connected to each other, wherein the connection is made by overlapping the individual guide elements 2 in end portions 3 and then screwing, wherein at least some of the openings for receiving the screws also arranged for connection with in the direction of the roadway behind the guide elements 2 Stehern 4 can be used.
  • the guide elements 2 are not connected in the end regions 3 with the uprights 4, but at a suitable location in Course of the guide elements 2.
  • the uprights 4 may have a C-shaped profile with the open side of this C-shaped profile at the back, i. the side facing away from the roadway is arranged. Corresponding recesses or openings are again provided on the upright front side via which the fastening element 12 and the further fastening element 18 can be fastened to the upright 4.
  • the upright 4 itself has an overall height, which is composed of a first part height and a second part height, wherein in the installed state of the guide rail system 1, i. of the post 4, only the first partial height above ground level is arranged, whereas the second partial height is taken up by the earth or the corresponding underground.
  • an exclusive above-ground arrangement of the uprights 4 e.g. by screwing to the ground.
  • the C-shaped profile of the post 4 may also be designed in the installation situation so that the open area is aligned in the direction of the roadway.
  • the apertures are formed in one of the legs and not in the base between the legs.
  • the post 4 has a C-shaped profile and the opening of the C-shaped profile is arranged on the back of the post 4, there is also the possibility that the post 4 is formed by a U-shaped profile element 36 , or other known from the prior art for this purpose stadia types can be used.
  • the guide element 3 is formed from a first longitudinal profile 5, which can be made by folding from a lower and an upper side region 6, 7 along longitudinal edges 8, 9 of a flat sheet, but also the possibility exists to produce this guide element 3 differently, For example, by extrusion, rolling, etc.
  • longitudinal ribs 10, 11 are formed, which lead to a stiffening of the guide element 2, so that this guide element 2 can oppose a possible impact of a motor vehicle, a higher resistance.
  • the end region 3 of the guide element 2 can be designed to be tapered. This tapered region serves to be inserted in overlapping manner into a further guide element 2 of the guide rail system 1 adjoining the guide element 2 or to be arranged thereon so as to achieve a composite of the individual guide elements 2 with one another in the entire guide rail system 1.
  • the guide element 2 may for example consist of a steel sheet with 1.5 mm wall thickness. However, it is within the scope of the invention, of course, the possibility of using other metals or alloys, it is also possible to choose the wall thickness of this guide element 2 differently, for example, from a range between 1mm and 5mm.
  • the guide element 2 may be formed according to the prior art.
  • a guide element 2 can be used for the guide rail system 1, as shown in the EP 2 218 826 A2 is described, in particular with respect to the plane-shaped central region of the guide element 2 described therein.
  • the guide elements 2 are arranged on fasteners 12 spaced from the uprights 4 to this. These fastening elements 12 are formed as intermediate pieces and arranged in each case between the uprights 4 and the guide elements 2. You have a side view approximately U-shaped cross-section on with a base 13 and projecting legs 14, 15, wherein the leg 14 for connection to the uprights 4 and the legs 15 for connection to the guide elements 2 is used.
  • the base 13 includes with the post 4 an angle 16 of not equal to 90 °.
  • the base is arranged inclined in the downward direction.
  • the fasteners 12 may also be formed as deformation elements, as for example also in the EP 2 218 826 A2 is described.
  • a further longitudinal profile 17 is arranged and connected to the uprights 4 via a further fastening element 18, wherein these fastening elements 18 are formed according to as deformation elements.
  • FIG. 3 This further fastening elements 18 in the form of a deformation element is better Fig. 3 seen that the further fastener 18 in view from the front, so viewed in the direction of a roadway, shows.
  • the fastening element 18 has an approximately U-shaped cross section, with a base 19, from which a first leg 20 and a second leg 21 protrude.
  • the two legs 20, 21 are - in view from the rear or front viewed - offset from each other, as this Fig. 3 shows.
  • the first leg 20 extends obliquely with respect to the second leg 21, so that the first leg 20 in the view from the front or rear partially adjacent to the second leg extends (in a projected common plane).
  • an angle 22 which is enclosed by a longitudinal center axis 23 of the first leg 20 and a longitudinal center axis 24 of the second leg 21 (in the leaf plane of the Fig. 3 considered), be selected from a range with a lower limit of 30 °, in particular 40 °, and an upper limit of 75 °, in particular 60 °.
  • 21 defined planes 25, 26 may be parallel to each other, on the other hand, there is also the possibility that these two levels 25, 26 are arranged at an angle to each other.
  • This angle can be selected from a range with a lower limit of 1 °, in particular 4 °, and an upper limit of 15 °, in particular 8 °.
  • the two legs 20, 21 do not need as in Fig. 3 be executed planar, although this is the preferred embodiment of the further fastener 18.
  • the second leg 21, which serves for attachment to the further longitudinal profile 17, designed so that the further longitudinal profile 17 is arranged at least approximately perpendicularly in the guide rail system 1, as in particular Fig. 2 is apparent. If, therefore, at least one edge is formed in the course of the second leg 21, at least one partial area of the total area of the second leg 21 fulfills the task of producing the desired arrangement of the further longitudinal profile 17.
  • the base 19 of the further fastening element 18 is arranged to the legs 20, 21 in each case at an angle of 90 °.
  • the angle between the second leg 21 and the base 19 deviates from 90 °.
  • this angle between 95 °, preferably 100 °, and 130 °, preferably 120 °, be measured measured on the inside of the fastener 18.
  • the angle between the first leg 20 and the base 19 then results accordingly.
  • the base 19 is in an installed position of the further fastening element at an angle to the horizontal, wherein preferably the base 19 rises against a direction of travel 27 of the vehicle.
  • the base 19 is preferably also inclined in the direction of the road, as is made Fig. 2 is apparent.
  • At least one reinforcing element is arranged between the legs 20, 21, for example in the form of reinforcing angles or triangles, or that the two legs 20, 21 are connected to one another, in particular with the interposition of a profile bar or Flat bar so that when viewed in cross-section, a closed profile is created.
  • the further fastening element 18 is connected to the upright 4 only with a clamping connection.
  • the first leg 20 of the fastening element 18 in its, the connection area to the base 19 opposite end portion in the direction of the end face of the first leg 20 open, in particular slot-shaped, recess 28 which serves to receive the shank portion of a screw, wherein via the screw head, which partially rests against the surface of the first leg 20, the clamping effect generated with the upright 4.
  • the region of the end face of the first leg 20 may be at least partially at least approximately funnel-shaped, viewed in front view, as in Fig. 3 shown.
  • this particular slot-shaped recess 28 is also preferably oriented perpendicular to its longitudinal extent, as in Fig. 3 is shown.
  • fastening element 18 with more than one screw or more than one connecting element - it can also be selected other connection methods and connecting means - is connected to the upright 4, so that therefore several such recesses 28 are provided for this purpose in the first leg 20 can be.
  • the second leg 19 at least one opening 29, in particular at least one slot for the better adjustability of the fastener 18.
  • two openings 29 are provided in the form of slots.
  • the fastening, in particular screwing, of the further fastening element 17 on the further longitudinal profile 18 preferably takes place in the overlapping region of two further longitudinal profiles 18 - these too can be arranged overlappingly in the end region for connection to one another, as already stated for the first longitudinal profiles is integrated in the power flow of the other longitudinal profiles 18.
  • the further longitudinal profile 17 can, as this Fig. 2 shows an at least approximately planar central region 30, which preferably extends over at least 50% of a total height 31 (FIG. Fig. 1 ) of the further longitudinal profile 17 in the vertical direction - viewed in the installed position - extends. It is also possible to form this flat central area 30 over a large area, for example, that this is at least 60% or at least 70% of the total height 31.
  • longitudinal ribs 32, 33 can be formed opposite one another on the center region 30 at this flat central region 30.
  • the further longitudinal profile 17 can be connected to the middle region 30 at the top and bottom outwards, i. be formed projecting in the direction of the roadway.
  • the longitudinal ribs 32, 33 may be formed to spring back to the projecting area.
  • the further longitudinal profile 17 preferably be bent backwards, ie in the direction away from the roadway, so that therefore the free ends of the two longitudinal edges 8, 9 point to the rear, so as to minimize the risk of injury.
  • the first longitudinal profile 5 and the further longitudinal profile 17 are connected to one another via at least one connecting element 36.
  • This connecting element 36 which is preferably arranged between two mutually adjacent uprights 4, in particular at least approximately centrally, as this Fig. 1 shows is better off the 4 and 5 seen.
  • the further fastening element need not be formed as described above, in particular no deformation element must be, but also other known from the prior art fasteners can be used, in particular without lateral offset of the two Leg 20, 21.
  • the further fastening element 17 may be formed as the first fastening element 12 for the first longitudinal profile 5.
  • the connecting element 36 is used in combination with a deformation element as a further fastening element 18, in particular with the fastening element 18 as well Fig. 3 described.
  • the connecting element 36 is preferably made of a folded flat steel. It may, for example, have two end regions 37, 38 and a center region 39, wherein a bending angle 40 between the middle region 39 and the upper end region 37 in the installed position and a bending angle 41 between the central region 39 and the lower end region 38 in the installed position are preferably made very large, so that the connecting element 36 viewed in side view is relatively "flat".
  • the bending angles 40, 41 may for example be selected from a range with a lower limit of 130 °, in particular 150 °, and an upper limit of 170 °, in particular 160 °. It is thereby realized as rigid connection between the first and the further longitudinal profile 5, 17.
  • the connecting element 36 with the first longitudinal profile 5 is in the upper end portion 39, ie leg, at least one opening 43, in particular at least one elongated hole, provided for the arrangement of a screw or another, suitable fastening means.
  • the lower openings 42 are preferably formed horizontally, while the upper opening 43 is formed with its longitudinal extent at least approximately parallel to the longitudinal extent of the upper leg.
  • the at least one upper - on the installation position of the connecting element 36 - breakthrough 43 at least one predetermined breaking point 44, in particular in the form of a notch, so that the connection fails with the first longitudinal profile 5 if necessary controlled and the connection between the longitudinal profiles. 5 17 is released. Not all fasteners 36 must be provided with this predetermined breaking point in the entire guide rail system 1, but this is the preferred embodiment of the guide rail system. 1
  • the connecting element 36 is at least approximately vertically with respect to its longitudinal extent.
  • the connecting element 36 is inclined at an angle 45 to the horizontal. This inclination is similar to the other fastener the better flow of force within the connecting element 36.
  • the angle 45 is selected from a range with a lower limit of 45 °, in particular 65 °, and an upper limit of 86 °, in particular 80 °.
  • connecting element 36 instead of the described connecting element 36 also differently shaped connecting elements can be used, for example, from a flat bar without folds or with a fold or more than two folds.
  • a third fastening element 46 can be arranged, as in FIG Fig. 6 is shown.
  • This viewed in plan view essentially consists of an at least approximately Z-shaped profile 47, wherein one end 48 of this profile 47 is connected to a further at least approximately L-shaped profile 49, in particular integrally formed therewith.
  • a leg 50 of the L-shaped profile 49 may be connected to the central part or in the region of an edge of the Z-shaped profile 47 with this to form a closed profile cross-section.
  • the leg 50 of the L-shaped profile 49 may be folded to obtain a larger contact surface on the Z-shaped profile 47, for example, to allow a screwing therewith, as in Fig. 6 is shown.
  • at least one reinforcing element 51 for example with a triangular cross-section, viewed in plan view, can be arranged in this bent corner region.
  • the free end region of the Z-shaped profile 47 has at least one opening 52, in particular a slot, for screwing the third fastening element 46 to the upright 4.
  • at least one opening 53 may also be provided in order to enable the screwing of this fastening element 46 with the further longitudinal profile 17.
  • This opening 53 can be reinforced by the arrangement of a reinforcing element 54.
  • This third fastening element 46 is preferably arranged on the upright 4 (as well as the further fastening element 18) such that the screw connection with the further longitudinal profile 17, viewed in the direction of travel 27, takes place behind the upright 4.
  • the third fastening element 46 preferably has a higher rigidity than the further fastening element 18.
  • this third fastening element 47 By arranging this third fastening element 47, the tensile composite over the entire length of the guide rail system 1 can be improved.
  • This tensile composite is preferably designed so that the introduced at the third fastening elements 46 Longitudinal forces can be supported by the other longitudinal profiles 17. This allows a better system voltage in case of a crash of a vehicle.
  • round members 55 can be arranged as a conclusion on each side of the guide rail system 1 at least in the region of the further longitudinal profile 17, as is apparent from Fig. 7 it can be seen that especially protect motorcyclists in frontal impact on the guardrail system 1 better.
  • the arrangement of the further longitudinal profile 17, a system reinforcement of existing from the first longitudinal profile 5, the first fastening elements 12 and the uprights 4 basic system of the guide rail system 1 is achieved. It is therefore possible to arrange the further longitudinal profile 17 below the first longitudinal profile 5 as underrun protection, it is also possible to arrange this above the first longitudinal profile 5.
  • a particular band-shaped damping element can be arranged, as shown in the EP 2 218 826 A2 to which reference is made in this regard.
  • This damping element may be made of an elastomeric material. It can also be recycled materials are used, for example, interconnected particles and / or fibers of waste rubber, for example from scrap tires, which are connected to each other, for example by means of a polyurethane. However, other materials or elastomers can be used for this damping element.
  • the particular mat-shaped damping element is preferably glued to the central region 12 of the guide element 3, for example via a commercially available two-component adhesive.
  • the exemplary embodiments show possible embodiments of the guide rail system 1.

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

Claims (12)

  1. Système de rail de guidage (1) destiné à être installé le long d'une voie de circulation, comprenant au moins un élément de guidage (2) formé d'un premier profilé longitudinal (5), des supports verticaux (4), des éléments de fixation (12) pour relier l'élément de guidage (2) aux supports verticaux (4), et au moins un autre profilé longitudinal (17) qui est disposé au-dessous ou au-dessus de l'élément de guidage (2) et relié aux supports verticaux (4) par d'autres éléments de fixation (18), les autres éléments de fixation (18) étant réalisés sous la forme d'éléments de déformation qui sont fixés chacun sur une face frontale d'un support vertical (4) tournée vers l'autre profilé longitudinal (17) et qui présentent une section transversale approximativement en U avec une base (19) et deux branches (20, 21), caractérisé en ce que les éléments de déformation sont fixés chacun sur l'autre profilé longitudinal (17) de manière décalée latéralement par rapport aux supports verticaux (4), une branche (20) étant, à cet effet, réalisée de manière à s'étendre obliquement par rapport à l'autre branche (21).
  2. Système de rail de guidage (1) selon la revendication 1, caractérisé en ce que chaque élément de déformation est relié à un support vertical (4) respectif au moyen d'une liaison par serrage.
  3. Système de rail de guidage (1) selon la revendication 1 ou 2, caractérisé en ce que les éléments de déformation sont vissés avec les supports verticaux (4) au moyen de boulons et au moins certains des boulons forment une zone destinée à la rupture.
  4. Système de rail de guidage (1) selon l'une des revendications 1 à 3, caractérisé en ce que l'autre profilé longitudinal (17) est relié au premier profilé longitudinal (5) par au moins un élément de liaison (36), les éléments de liaison (36) étant disposés entre deux supports verticaux (4) adjacents.
  5. Système de rail de guidage (1) selon la revendication 4, caractérisé en ce que les éléments de liaison (36) sont disposés de manière à s'étendre obliquement suivant un angle (45) par rapport à la verticale.
  6. Système de rail de guidage (1) selon la revendication 5, caractérisé en ce que l'angle (45) est sélectionné dans une plage ayant une limite inférieure de 45 ° et une limite supérieure de 86 °.
  7. Système de rail de guidage (1) selon l'une des revendications 4 à 6, caractérisé en ce qu'au moins plusieurs, de préférence tous les éléments de liaison (36) présentent une zone destinée à la rupture.
  8. Système de rail de guidage (1) selon l'une des revendications 1 à 7, caractérisé en ce que dans chacune des zones d'extrémité extérieures dans la direction horizontale, un troisième élément de fixation (46), qui présente une rigidité plus élevée que l'élément de déformation, est disposé sur les supports verticaux (4) et relié aux supports verticaux (4) et aux autres profilés longitudinaux (17).
  9. Système de rail de guidage (1) selon la revendication 8, caractérisé en ce qu'au moins un élément de renforcement (51) est disposé dans au moins une zone d'angle du troisième élément de fixation (46).
  10. Système de rail de guidage (1) selon l'une des revendications 1 à 9, caractérisé en ce que l'autre profilé longitudinal (17) forme une protection anti encastrement.
  11. Système de rail de guidage (1) selon l'une des revendications 1 à 10, caractérisé en ce que les axes médians longitudinaux (23, 24) définis par les branches (20, 21) de l'élément de déformation forment un angle (22) qui est sélectionné dans une plage ayant une limite inférieure de 30 ° et une limite supérieure de 75 °.
  12. Système de rail de guidage (1) selon l'une des revendications 1 à 11, caractérisé en ce qu'une branche (20) de l'élément de déformation présente un évidement (28) pour réaliser une liaison par serrage avec le support vertical (4).
EP11183029.5A 2010-10-11 2011-09-28 Système de barrière de sécurité Active EP2439340B1 (fr)

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AT0062710U AT12367U1 (de) 2010-10-11 2010-10-11 Leitschienensystem

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EP2439340A2 EP2439340A2 (fr) 2012-04-11
EP2439340A3 EP2439340A3 (fr) 2013-01-16
EP2439340B1 true EP2439340B1 (fr) 2015-09-09

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AT (1) AT12367U1 (fr)
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Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2785309B1 (fr) * 1998-11-04 2001-01-19 Sec Envel Barriere de securite pour voies de circulation de vehicules, comprenant deux lisses superposees a resistances d'enfoncement differentielles
FR2868095B1 (fr) * 2004-03-26 2006-06-23 Gaillard Rondino Sa Glissiere de securite pour la protection des motards et le guidage de roue
EP1640505A1 (fr) 2004-09-27 2006-03-29 Volkmann & Rossbach GmbH & Co. KG Disposition de barrière routière
AT8458U1 (de) 2004-10-25 2006-08-15 Voest Alpine Krems Finaltech Zwischenstück für leiteinrichtungen
GB0507358D0 (en) * 2005-04-12 2005-05-18 Varley And Gulliver Ltd Multi-rail parapet
ES1060699Y (es) * 2005-07-06 2006-02-01 Hierros Y Aplanaciones S A Hia Sistema metalico continuo para barreras de seguridad aplicable como proteccion para motociclistas compuesto por una pantalla metalica horizontal continua inferior sustentada en la barrera por medio de brazos metalicos dispuestos a intervalos regulares
PL1876300T3 (pl) 2006-07-06 2009-06-30 Spig Schutzplanken Produktions Gmbh & Co Kg Pasmo ochronnej bariery drogowej ze stali
DE202006015149U1 (de) 2006-09-29 2006-12-14 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Schutzplankenanordnung
DE202007019215U1 (de) * 2007-05-30 2011-03-31 Sps Schutzplanken Gmbh Fahrzeug-Rückhaltesystem an Verkehrswegen
AT11255U1 (de) 2009-02-13 2010-07-15 Asa Protect Entwicklungs Gmbh Leitschiene

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Publication number Publication date
AT12367U1 (de) 2012-04-15
EP2439340A2 (fr) 2012-04-11
SI2439340T1 (sl) 2016-01-29
DK2439340T3 (en) 2015-11-23
EP2439340A3 (fr) 2013-01-16

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