EP3201397B1 - Muret de séparation du trafic - Google Patents

Muret de séparation du trafic Download PDF

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Publication number
EP3201397B1
EP3201397B1 EP15774700.7A EP15774700A EP3201397B1 EP 3201397 B1 EP3201397 B1 EP 3201397B1 EP 15774700 A EP15774700 A EP 15774700A EP 3201397 B1 EP3201397 B1 EP 3201397B1
Authority
EP
European Patent Office
Prior art keywords
wall
traffic guide
disposed
connectors
elements
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15774700.7A
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German (de)
English (en)
Other versions
EP3201397A1 (fr
Inventor
Andreas Tiemann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Heinz Schnorpfeil Bau GmbH
Original Assignee
Heinz Schnorpfeil Bau GmbH
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Publication date
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Publication of EP3201397A1 publication Critical patent/EP3201397A1/fr
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Publication of EP3201397B1 publication Critical patent/EP3201397B1/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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/088—Details of element connection
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete

Definitions

  • the invention relates to a traffic barrier with successively arranged in the longitudinal direction of the wall, at their ends interconnected wall sections, in particular wall elements, which are reinforced in its interior with at least extending in the longitudinal wall main reinforcements, which are connected to arranged at the front ends of the wall sections wall connectors, wherein the wall sections have at least two each as reinforcing pair juxtaposed main reinforcements.
  • Traffic control walls of this kind are built to protect motorists and other road users along roads.
  • the individual wall sections may have a greater length and be constructed, for example in Ortbetonweise, often the wall sections but also consist of individual, especially portable wall elements generally made of concrete, but sometimes also made of steel or a steel-concrete composite.
  • the constructed of such wall sections traffic control walls prevent an accidental, colliding with the traffic barrier vehicle too far away from the actual road surface and thus passes, for example, in oncoming traffic.
  • the traffic control wall should experience the least possible lateral deflection, that is, transverse to its longitudinal direction, which presents a particular challenge when it comes to stopping a truck or other vehicle with a high overall weight.
  • the individual wall sections are provided with extending in the longitudinal direction of main reinforcements, which run through the individual wall sections over the entire length and at the front ends the wall sections are connected to wall connectors arranged there.
  • the wall connectors are generally steel components which may be cast directly on wall sections made of concrete thereon, in which case the main reinforcements are first preferably welded to the steel components before the production of the concrete casing around the reinforcement and the wall connectors for completion the wall sections takes place.
  • the tension band effect achieved thereby ensures a distribution of the loads occurring as a result of the accident over a comparatively long length of the traffic control wall. Nevertheless, in particular in the case of accidents involving heavy vehicles, a comparatively large lateral deflection of the traffic control wall may occur.
  • the US 2011/076098 A1 discloses a generic scaffoldleitwand with paired juxtaposed main reinforcements, which are welded to projecting at the end faces of the wall elements hook connectors, with the help of the wall elements are connected together.
  • the object of the invention is to provide a traffic barrier of the type mentioned, in which without changing the outer geometric Dimensions of the wall a reduction in deflection at the same load is achieved.
  • the wall connectors of the mutually adjacent wall sections are provided with mutually complementary groove and spring elements which are arranged obliquely at an angle to the wall longitudinal direction, and that the mutually coupled wall connector of two adjacent wall sections reinforcement deflections under change the tensile and pressure sides of the paired main reinforcements form.
  • the impact forces acting on the wall section transverse to the wall longitudinal direction lead to a lateral deflection, wherein the wall section in its longitudinal direction on its side facing the vehicle on pressure and the vehicle side facing away Train is claimed.
  • the tensile forces that occur are mainly absorbed by those or those of the main reinforcements arranged side by side in pairs, which lie / lie in the tension side of the wall section, ie the side facing away from the side against which the vehicle impacts. Due to the inventive design, the tensile forces occurring in an accident in the wall portion against which the vehicle is impacted, on the outer, i.
  • each wall section has at least two main reinforcement pairs, of which a first reinforcement pair are arranged at a first height and the second pair below or above the first pair inside the wall sections.
  • the coupled wall connector of two adjacent wall sections in horizontal section form approximately X-shaped crossing couplings.
  • the complementary according to the invention arranged mutually tongue and groove elements can be arranged at an angle of for example 5 ° to 30 ° to the wall longitudinal direction. Even larger angles up to 45 ° are conceivable.
  • the tongue and groove elements may be arranged in pairs, each with two locking grooves and two locking rods which surround each other in the locking grooves, which in each case diverge V-shaped starting from the front ends of the wall sections into the wall section interior. It is also possible if each wall section is provided on its end faces with a respective latch spring and a locking groove, which are positioned symmetrically to the wall center plane in a substantially Y- or A-shaped arrangement to each other.
  • the wall connectors preferably have in the interior of the wall sections approximately V-shaped diverging connecting pieces for the main reinforcements, which may for example be arranged on the locking grooves or the latch springs or may be formed by these.
  • the main reinforcements may be welded to the wall connectors or to fittings provided on them or integrally formed with the fittings.
  • the wall connector may be provided with locking hooks or complementarily designed thereto hook abutments, with associated latch hooks on the wall connector of the adjacent wall portion interact.
  • the locking hooks can be arranged at the lower or upper ends of the groove elements or the spring elements and accordingly, the arrangement of the hook abutment can be made so that they are arranged at the upper or lower ends of the spring elements or the groove elements.
  • connection of two interconnected wall sections does not solve unintentionally, it is advantageous if the wall connectors of two adjacent wall sections are provided in the region of its spring elements and groove elements with transverse holes through which locking bolts are pluggable. An unintentional lifting a locking hook of a wall portion of the associated hook abutment of the adjacent wall portion is thereby effectively prevented.
  • the wall connectors are preferably made substantially of steel to ensure the required high strength.
  • 10 denotes a traffic barrier according to the invention, which consists essentially of a plurality of in the wall longitudinal direction 11 arranged one behind the other, preferably transportable wall elements 12.
  • the wall elements which may for example be between 8 and 12 m long, each form a wall section in the sense of the invention. It is understood, however, that the wall sections can also be designed to be longer than in the exemplary embodiment illustrated and described, for example in the form of a wall section erected in Ortbetonweise, which extends over a much greater length, possibly even over several hundred meters.
  • the wall elements are in the embodiment shown here precast concrete elements, which are provided at their front ends 13, 14 with existing steel wall connectors 15.
  • the wall connectors 15 at the abutting ends 13, 14 of each of two adjacent wall elements 12 are complementary to one another and secured to each other.
  • the wall elements are reinforced with an upper pair of main reinforcement 17 and a lower main reinforcement pair 18, the individual main reinforcements 17a, b and 18a, b of the main reinforcement pairs 17, 18 being in pairs next to one another and at least approximately at the same height.
  • the main reinforcements 17a, b and 18a, b of the main reinforcement pairs are thus not in the vertical plane of symmetry (vertical center plane) of the traffic control wall or the wall forming these elements, but each offset in the direction of the left and right outer side 19, 20 of the relevant wall element 12, wherein However, a symmetrical to the vertical center plane arrangement is selected.
  • the main reinforcements 17a, b, 18a, b of the main reinforcement pairs 17, 18 are connected to the wall connectors 15 by being welded to steel fittings 21, in turn firmly on the wall connectors 15, preferably also by welding, are arranged.
  • the wall connectors 15, which, as already mentioned, are configured complementary to one another at the opposite end faces 13, 14 of adjacent wall elements 12, are provided with groove elements 22 on one wall connector 15a and spring elements 23 on the other wall connector 15b.
  • the groove elements 22 are paired with two locking grooves 24 and the spring elements each equipped with two latch springs 25 which extend obliquely at an angle ⁇ of about 15 ° to the wall longitudinal direction 11. This results in an arrangement in which the locking grooves 24, starting from the front end 13 of the respective wall element 12, diverge into the wall element interior in a V-shaped manner.
  • the latch springs 25 In the alignment of the latch springs 25 projections 15 'are provided on the back of a front side on the wall elements arranged end plate 26 of the wall connector 15, the latch springs continue into the wall of the other wall element starting from the front end 14 approximately V-shaped.
  • the connecting pieces 21 On the inner sides of the bar grooves delimiting sheet steel form or projecting into the interior of the wall element projections 25 'of the latch springs 25, the connecting pieces 21 are welded, which accordingly also starting from the front ends 13, 14 of the wall elements diverge approximately V-shaped to a width which corresponds to the spacing of the reinforcements 17a, b or 18a, b from each other.
  • Fig. 4 The structural design of the complementarily configured wall connector 15 of the wall elements is best in Fig. 4 recognizable, which only shows the skeleton of the steel components of a wall element without the molded on this concrete body.
  • wall connector 15a made of a welded steel construction with two rectangular cross-locking grooves 24. These open with their open sides in a face plate 26a, the shape of the profile of the scholarleitwand is adapted and the wall element 12 terminates at its front end 13.
  • the two locking grooves are V-shaped to each other and diverge into the wall.
  • hook abutment 27 In the lower part of the locking grooves hook abutment 27 are welded from steel to about half the groove depth, each form above a rounded or beveled guide surface 28.
  • the groove elements 22, in which the locking grooves 24 are formed transverse bores 29 which are aligned with each other and are accessible from the outer sides of the wall elements.
  • the complementary design of the second wall connector 15b on the left side in the drawing of the Wandelementsskeletts according to Fig. 4 also consists of a welded steel construction. This has an adapted to the profile of the wall element end plate 26b with it on the front side in V-shape welded bar springs 25, whose position and opening angle are adapted to each other to the groove elements in the first wall connector 15a. On the inside of the end plate 26b are also in V-shape and preferably with the same opening angle as the latch springs 25 two latch spring extensions 25 'are welded, which are embedded in concrete in the finished wall element.
  • the latch springs 25 on one side of the end plate 26b and the latch spring extensions 25 'on the opposite inner side thus appear X-shaped in plan view and form together with the recessed in V-shaped arrangement in the groove elements 22 of the first wall connector 15a, the X-shaped crossing couplings 16, when the wall elements are connected to each other as intended.
  • Fig. 4 is also good to see that the latch springs 25 form locking hooks 30 at their lower ends, which hold when mounting a wall element on the adjacent wall element on the Hakenwiderlager 27 and thereby cause a positive locking in the longitudinal direction.
  • transverse bores 31 are aligned in the mounted state of the wall elements with the transverse bores 29 in the groove elements, so that a locking bolt (not shown) through the aligned, accessible from the wall outside transverse bores 29, 31 can be inserted.
  • the connecting pieces 21 for the main reinforcements 17a, b and 18a, b are respectively welded to the groove elements 22 and the latch spring extensions 25 'embedded in the concrete.
  • FIG. 1 shows a situation in which a vehicle 32 collapses at the middle of the five illustrated wall elements 12 and this is thereby burdened with the transversely directed to the wall longitudinal direction of impact force F.
  • the main reinforcement 17 (18) located closer to the lower outer side 20 in the drawing is subjected to tensile stress as a result of the bending moment acting on the wall element, which is illustrated in the drawing by the bold, solid representation of the reinforcement and the reference symbol Z is.
  • the middle of the five wall elements is loaded due to the accident on the outside 20 to train prevail in the vicinity of the impact surface compressive stresses, which should be indicated by d.
  • the closer to the top in the drawing outside 19 arranged inside the wall main reinforcements 17 (18) a have so either no tensile forces or the tensile load acting on them is in any case considerably lower than the load near the outside 20th
  • the described non-uniform loads are at least partially compensated by namely due to the reinforcement deflections on the mutually coupled wall connectors the high, occurring at Z tensile stresses in the adjacent wall elements are deposited so that they exactly on the opposite Side, so the outside 19, at which the vehicle impacts, are loaded on train, which is illustrated by Z ' .
  • a corresponding change takes place between all wall elements, which is documented in the wall elements furthest out in the drawing by Z.
  • wall connections with reinforcement deflections according to the invention can also be provided between longer wall sections than the wall elements shown and described.
  • the invention also covers those walls or wall sections made entirely or predominantly of other materials such as e.g. Made of steel.

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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 (14)

  1. Glissière de sécurité avec des sections de paroi (12) agencées les unes derrière les autres dans la direction longitudinale de paroi, reliées les unes aux autres au niveau de leurs faces frontales, qui sont armées dans leur intérieur avec des armatures principales (17, 18) s'étendant au moins dans la direction longitudinale de paroi (11), qui sont raccordées au niveau de raccords de paroi (15a, b) agencés au niveau des extrémités frontales (13, 14) des sections de paroi (12), dans laquelle les sections de paroi (12) présentent au moins respectivement deux armatures principales (17, 18) agencées l'une à côté de l'autre en tant que paire d'armature, caractérisée en ce que les raccords de paroi (15a, b) des sections de paroi (12) agencées de manière adjacente l'une par rapport à l'autre sont dotés d'éléments rainure et languette (22, 23) agencés de manière complémentaire l'un par rapport à l'autre, qui sont agencés de manière oblique en formant un angle (a) par rapport à la direction longitudinale de paroi (11) et en ce que les raccords de paroi (15a, b) couplés les uns aux autres de deux sections de paroi adjacentes (12) forment des déviations d'armature par changement des côtés traction et pression (Z, d ; Z', d' ; Z", d") des armatures principales (17, 18) agencées par paire.
  2. Glissière de sécurité selon la revendication 1, caractérisée en ce que les armatures principales (17, 18) agencées par paire se trouvent latéralement l'une à côté de l'autre à la même hauteur.
  3. Glissière de sécurité selon la revendication 1 ou 2, caractérisée en ce que chaque section de paroi (12) présente au moins deux paires d'armatures principales.
  4. Glissière de sécurité selon l'une quelconque des revendications 1 à 3, caractérisée en ce que les raccords de paroi couplés (15a, b) de deux sections de paroi adjacentes (12) forment en coupe horizontale des couplages d'intersection à peu près en forme de X (16).
  5. Glissière de sécurité selon l'une quelconque des revendications 1 à 4, caractérisée en ce que les éléments rainure et languette (22, 23) sont agencés par paire avec respectivement deux rainures de verrouillage (24) et respectivement deux languettes de verrouillage (25) s'engageant dans les rainures de verrouillage (24), qui divergent en forme de V en partant respectivement des extrémités frontales (13, 14) des sections de paroi (12) vers l'intérieur de la section de paroi.
  6. Glissière de sécurité selon l'une quelconque des revendications 1 à 4, caractérisée en ce que chaque section de paroi (12) est dotée au niveau de ses faces frontales (13, 14) de respectivement une languette de verrouillage (25) et une rainure de verrouillage (24), qui sont positionnées l'une par rapport à l'autre symétriquement par rapport au plan médian de paroi dans un agencement sensiblement en forme de Y.
  7. Glissière de sécurité selon l'une quelconque des revendications 1 à 6, caractérisée en ce que les raccords de paroi (15a, b) présentent à l'intérieur des sections de paroi (12) des pièces de raccord (21) divergeant à peu près en forme de V pour les armatures principales (17, 18).
  8. Glissière de sécurité selon la revendication 7, caractérisée en ce que les pièces de raccord (21) sont agencées au niveau des rainures de verrouillage (24) et/ou des languettes de verrouillage (25) ou au niveau de prolongements (25') prolongeant les languettes de verrouillage (25) vers l'intérieur de la paroi ou sont formées par ceux-ci.
  9. Glissière de sécurité selon l'une quelconque des revendications 1 à 8, caractérisée en ce que les armatures principales (17, 18) sont soudées au niveau des raccords de paroi (15a, b) ou au niveau des pièces de raccord (21) prévues au niveau de ceux-ci ou réalisées d'un seul tenant avec les pièces de raccord (21).
  10. Glissière de sécurité selon l'une quelconque des revendications 1 à 9, caractérisée en ce que les sections de paroi (12) sont verrouillées ou peuvent être verrouillées les unes avec les autres résistantes à la traction au moyen des raccords de paroi (15a, b) et de préférence dans la direction longitudinale de paroi (11) par complémentarité de forme.
  11. Glissière de sécurité selon l'une quelconque des revendications 1 à 10, caractérisée en ce que les raccords de paroi (15a, b) sont dotés de crochets de verrouillage (30) ou de butées de crochet (27) réalisées de manière complémentaire à ceux-ci.
  12. Glissière de sécurité selon la revendication 11, caractérisée en ce que les crochets de verrouillage sont agencés au niveau des extrémités inférieure ou supérieure des éléments rainure (22) ou des éléments languette (23) et les butées de crochet (27) sont agencées au niveau des extrémités supérieure ou inférieure des éléments languette (23) ou des éléments rainure (22).
  13. Glissière de sécurité selon l'une quelconque des revendications 1 à 12, caractérisée en ce que les raccords de paroi (15a, b) de deux sections de paroi adjacentes (12) sont dotés, dans la zone de leurs éléments languette (23) et éléments rainure (22), d'alésages transversaux (29, 31) par lesquels des boulons de verrouillage sont enfichables.
  14. Glissière de sécurité selon l'une quelconque des revendications 1 à 13, caractérisée en ce que les raccords de paroi (15a, b) sont constitués sensiblement en acier.
EP15774700.7A 2014-09-30 2015-08-24 Muret de séparation du trafic Active EP3201397B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014114199.7A DE102014114199A1 (de) 2014-09-30 2014-09-30 Verkehrsleitwand
PCT/IB2015/056398 WO2016051291A1 (fr) 2014-09-30 2015-08-24 Muret de séparation du trafic

Publications (2)

Publication Number Publication Date
EP3201397A1 EP3201397A1 (fr) 2017-08-09
EP3201397B1 true EP3201397B1 (fr) 2019-01-30

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Application Number Title Priority Date Filing Date
EP15774700.7A Active EP3201397B1 (fr) 2014-09-30 2015-08-24 Muret de séparation du trafic

Country Status (3)

Country Link
EP (1) EP3201397B1 (fr)
DE (1) DE102014114199A1 (fr)
WO (1) WO2016051291A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2005200A1 (fr) * 1969-05-20 1969-12-12 Beaujean Robert
US4806044A (en) * 1988-05-20 1989-02-21 Barrier Systems, Inc. Anti-crash lane barrier with self-centering hinges
DE8814418U1 (fr) * 1988-11-18 1990-03-29 Gfk Kunststoffe Trimborn Ohg, 5358 Bad Muenstereifel, De
FR2691728B1 (fr) * 1992-05-29 1994-09-02 Rototec Sa Balise routière.
DE102006053341A1 (de) * 2006-11-10 2008-05-15 Max Bögl Bauunternehmung GmbH & Co. KG Betonleitwand
DE102008026661B4 (de) * 2008-06-04 2012-10-25 Heinz Schnorpfeil Bau Gmbh Verkehrsleitwand
AT507611B1 (de) * 2008-11-20 2010-08-15 Mathias Mag Redlberger Verbindungseinrichtung zum verbinden von trennelementen für verkehrsflächen
CA2775591C (fr) * 2009-09-30 2017-07-04 Rodney I. Smith Barriere de parapet de pont non boulonnee

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE102014114199A1 (de) 2016-03-31
EP3201397A1 (fr) 2017-08-09
WO2016051291A1 (fr) 2016-04-07

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