WO2014028956A1 - Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes - Google Patents

Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes Download PDF

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Publication number
WO2014028956A1
WO2014028956A1 PCT/AT2013/050163 AT2013050163W WO2014028956A1 WO 2014028956 A1 WO2014028956 A1 WO 2014028956A1 AT 2013050163 W AT2013050163 W AT 2013050163W WO 2014028956 A1 WO2014028956 A1 WO 2014028956A1
Authority
WO
WIPO (PCT)
Prior art keywords
transition structure
wall
vehicle restraint
structure according
guardrail
Prior art date
Application number
PCT/AT2013/050163
Other languages
German (de)
English (en)
Inventor
Christian Mader
Mathias Redlberger
Original Assignee
Voestalpine Strassensicherheit Gmbh
Rebloc Gmbh
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Voestalpine Strassensicherheit Gmbh, Rebloc Gmbh filed Critical Voestalpine Strassensicherheit Gmbh
Priority to SI201331148T priority Critical patent/SI2904153T1/sl
Priority to EP13791717.5A priority patent/EP2904153B1/fr
Priority to PL13791717T priority patent/PL2904153T3/pl
Publication of WO2014028956A1 publication Critical patent/WO2014028956A1/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
    • 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 transitional structure between two different lateral stiffnesses having vehicle restraint systems, one of which has at least one guard rail and the other at least one protective wall, having a at least one wall part having guide wall which is movably connected to the protective wall of a vehicle restraint system via a pivot bearing and with the guardrail of the other vehicle restraint system is fixedly connected, and with a stiffening part which extends both at least in sections along the guard rail, as well as at least partially between the wall part and the guardrail and which is firmly connected to the guide wall.
  • transition structures which have a pivotable baffle (DE202006017431 U1).
  • the DE1202006017431 U1 also proposes to increase the rigidity of the protective barrier following such a transitional construction by providing a stiffening part running along the protective barrier and thus locally connected.
  • the stiffening part is finally firmly connected to a wall part of the guide wall.
  • the running opposite the stiffening part guardrail is finally firmly connected to another wall part of the baffle.
  • the wall parts connected by joints under certain impact conditions an unpredictable movement, which can even lead to a projecting in the roadway displacement of the wall parts. Just such a displacement of the transition structure in the direction of the road, it is natural to avoid due to the resulting risk potential.
  • this pivoting can inter alia lead to a hooking of the impacting vehicle with the transition structure, whereby the risk of injury to its occupants is significantly increased.
  • the transition structure can be forced in the event of a vehicle collision process safely in a non-critical movement. Because of the tensile band effect of the protective barrier on the front or first wall part, the entire transition structure can be tightened, so that the lever effect of the reinforcing part is effective in the entire transition structure and thus unwanted evasive pivoting movements of parts of Matterüber. can be avoided gangskonstrutation. Highest retention classes can thus be achieved, especially since this streamlining of the transitional construction also allows the alignment of the traction axes of the two vehicle restraint systems.
  • Guard rail and stiffening part are therefore attached to the front wall part of the transition structure such that essentially the loads acting on the guard rail and stiffening part in the event of an impact on the front wall part of the guide wall.
  • This allows a comparatively high level of safety to be achieved - even with transitional constructions with wall parts which can be freely pivoted relative to the ground or ground.
  • the leverage of the stiffening part can therefore be particularly beneficial.
  • the transition structure according to the invention can therefore not only be distinguished by a high retention capacity, but can also be produced cost-effectively, because the protective barrier and reinforcing part can be fastened to a common wall part.
  • the lever action of the stiffening part can be improved if the guard rail and the stiffening part are fastened to mounting areas offset in the longitudinal direction of the wall part.
  • An attachment of the stiffening part upstream of the protective barrier can in fact be used for an increased lever deflection of the wall part, whereby the risk of entanglement of the impacting vehicle and of the transitional structure or of the vehicle restraint system can be reduced.
  • the orientation of the traction axes of the two vehicle restraint systems can be improved.
  • guardrail and stiffening part can be mounted on the same longitudinal side of the wall part. be partly attached. In addition, simplify the assembly of the transition structure.
  • the stiffening part emanating from the front wall part can extend only partially over the length of the transitional construction, so as not to significantly impair the properties of the protective barrier during the formation of the deformation.
  • the guardrail can absorb as a tension element, the kinetic energy of the impacting vehicle even in the transition region between the two vehicle restraint systems comparatively well.
  • the transition structure according to the invention can therefore combine the advantages of a particularly high retention capacity and high occupant safety.
  • the wall part has a bevel, which starts from the front side of the wall part facing the vehicle restraint system and extends to the road side longitudinal side, the risk of entanglement of an impacting vehicle with the transition structure, in particular the wall part, can be significantly reduced.
  • stiffening part designed as an open hollow profile lies with its two profile legs on the open profile of the protective barrier, not only can compact structural conditions be created, but also more uniform deformation conditions can be ensured at the transitional structure.
  • U-profiles can be special for this purpose.
  • the transition structure can be increased in a structurally simple manner by several, preferably via pivot bearings adjoining, wall parts are provided. In addition, an increased containment level can be ensured by the transition structure.
  • 1 is a side view of a transition structure
  • FIG. 1 is an enlarged view of FIG. 1,
  • Fig. 5 is a sectional view according to V-V of Fig. 1 and
  • FIG. 6 is a sectional view according to Vl-Vl of Fig. 1st
  • the transition structure 1 shown for example in FIG. 1 is provided between two vehicle restraint systems 2 and 3, which have different lateral stiffnesses. This is essentially achieved by having one vehicle restraint system 2 as a passive restraint system made of metal (eg steel) and the other vehicle restraint system 3 as a passive restraint system made of concrete. From the vehicle restraint system 2, a protective barrier 4 is shown, which is fastened via posts 5 in the ground 6. From the vehicle restraint system 3, for example, a concrete part of the protective wall 7 is shown. The transition structure 1 now connects the two vehicle restraint systems 2 and 3 functionally with each other.
  • the transition structure inter alia, a guide wall 8, which is fixed to the protective wall 7 of the vehicle restraint system 3 via a pivot bearing 9 (fixed bearing).
  • the guide wall 8 is formed from three wall parts 1 1, 12 and 12, of which two, namely wall part 1 1 and 12, have different constructive characteristics. In general, however, is quite conceivable that the guide wall 8 only consists of a wall part 1 1, which has not been shown in detail.
  • the guard rail 4 and the stiffening member 14 are attached to the front wall part 1 1, so that here forms a common clamping.
  • Aufpraöös occurs first by taking advantage of the tensile forces of the protective barrier 4 a streamlining of the transitional structure 1 a. Any mechanical tolerances or any other elasticities of the transition structure 1 can be compensated particularly well before a lever-related pivotal movement of the transition structure 1 occurs.
  • the leverage of the stiffening member 14 thus acts on a guide wall 8, which thus allows no evasive movement of their parts in the direction of the road. A transition structure 1 with an excellent containment class is created.
  • guardrail 4 and stiffening part 14 are fastened to the wall part 11 at separate mounting areas 15 and 16. These mounting areas 15 and 16 are offset in the longitudinal direction of the wall part 1 1, so as to increase the leverage of the stiffening part 14. To improve the leverage effect and the alignment of the traction axes are protective barrier 4 and stiffening member 14 on the same longitudinal side 17 of the wall part 1 1 attached.
  • the stiffening part 14 which starts from the front wall part 11, only partially extends over the length of the transitional structure in front of the front wall part 11.
  • the stiffening part can be made stiffer in order to exert increased leverage on the front wall part 1 1.
  • the front wall portion 1 1 has a chamfer 18, which starts from the vehicle restraint system 2 with the protective barrier 4 facing end face 19 of the wall portion 1 1 and the roadway-side longitudinal side 17. This serves to reduce the risk of entanglement with impacting vehicles.
  • the guardrail 4 is made wider with respect to the stiffening part 14 and covers it on the wide side.
  • the stiffening member 14 thus provides no external attack surface, which reduces the risk of injury.
  • stiffening member 14 is connected to the guard rail 4 via a linear bearing 20, which in a collision, a linear relative movement between stiffening Fog 14 and guardrail 4 permits.
  • the lever action of the stiffening part 14 remains intact, in particular, even if an impact takes place in the vicinity of the wall part 11.
  • the distance between the posts 5 in the region of the transitional structure 1 with respect to the distance between the posts 5 of the vehicle restraint system 2 with the protective barrier 4 is lower and substantially constant.
  • the mounting portions 15, 16 of the wall portion 1 1 are set back relative to its base portion 21, so as to avoid protrusion into the road or to create a flush boundary.
  • the transitional structure 1 also has, as can be seen in FIG. 1, a lower guide rail 26.
  • transition structure 1 according to FIG. 1 can also be used in the reverse order by being arranged according to a vehicle restraint system 3 with a protective wall 7 and connected to a vehicle restraint system 2 with a protective barrier 4.

Landscapes

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

Abstract

L'invention concerne un système de retenue et une structure de transition (1) entre deux systèmes de retenue de véhicules (2, 3) présentant des rigidités latérales différentes, dont l'un comprend au moins une glissière de sécurité (4) et l'autre au moins un mur de protection (7), ladite structure de transition comprenant une barrière de sécurité (8) qui est composée d'au moins un élément de barrière (11) et qui est reliée de manière mobile au mur de protection (7) d'un des systèmes de retenue de véhicules (3) par un montage articulé (9), et de manière fixe à la glissière de sécurité (4) de l'autre système de retenue de véhicules (2), ainsi qu'un élément de renfort (14) qui s'étend d'une part au moins partiellement le long de la glissière de sécurité (4) et d'autre part au moins partiellement entre l'élément de barrière (11) et la glissière de sécurité (4) et qui est relié de manière fixe à la barrière de sécurité (8). Pour l'obtention d'une sécurité aussi élevée que possible, la glissière de sécurité (4) et l'élément de renfort (14) sont fixés, plus particulièrement au niveau de leur extrémité, sur l'élément avant (11) de la barrière de sécurité (8).
PCT/AT2013/050163 2012-08-24 2013-08-16 Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes WO2014028956A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SI201331148T SI2904153T1 (sl) 2012-08-24 2013-08-16 Zadrževalni sistem in prehodna konstrukcija med dvema zadrževalnima sistemoma za vozila, ki imata različni bočni togosti
EP13791717.5A EP2904153B1 (fr) 2012-08-24 2013-08-16 Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes
PL13791717T PL2904153T3 (pl) 2012-08-24 2013-08-16 System bezpieczeństwa biernego i konstrukcja przejściowa pomiędzy dwoma systemami unieruchamiania pojazdu, posiadającymi różne sztywności boczne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50338/2012A AT512924B1 (de) 2012-08-24 2012-08-24 Übergangskonstruktion zwischen zwei unterschiedliche seitliche Steifigkeiten aufweisenden Fahrzeugrückhaltesystemen
ATA50338/2012 2012-08-24

Publications (1)

Publication Number Publication Date
WO2014028956A1 true WO2014028956A1 (fr) 2014-02-27

Family

ID=49584538

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AT2013/050163 WO2014028956A1 (fr) 2012-08-24 2013-08-16 Système de retenue et structure de transition entre deux systèmes de retenue de véhicules présentant des rigidités latérales différentes

Country Status (5)

Country Link
EP (1) EP2904153B1 (fr)
AT (1) AT512924B1 (fr)
PL (1) PL2904153T3 (fr)
SI (1) SI2904153T1 (fr)
WO (1) WO2014028956A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11891765B2 (en) 2022-05-19 2024-02-06 Vandorf BT1 Inc. Barrier transition framework

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202006017431U1 (de) 2006-11-14 2007-02-22 Sps Schutzplanken Gmbh Übergangskonstruktion mit Betonelementen
DE102007016193A1 (de) 2007-02-16 2008-08-21 Hermann Spengler Gmbh & Co. Kg Fahrbahnbegrenzungseinrichtung
EP2034094A2 (fr) * 2007-09-04 2009-03-11 Innotraffic. Net Gmbh Dispositif conducteur sur des trajectoires de trafic doté de deux systèmes de retenue à raideur différente et d'une construction de passage entre ceux-ci
EP2037045A2 (fr) 2007-09-11 2009-03-18 Volkmann & Rossbach GmbH & Co. KG Système de retenue de véhicule destiné à sécuriser des trajectoires

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202006017431U1 (de) 2006-11-14 2007-02-22 Sps Schutzplanken Gmbh Übergangskonstruktion mit Betonelementen
DE102007016193A1 (de) 2007-02-16 2008-08-21 Hermann Spengler Gmbh & Co. Kg Fahrbahnbegrenzungseinrichtung
EP2034094A2 (fr) * 2007-09-04 2009-03-11 Innotraffic. Net Gmbh Dispositif conducteur sur des trajectoires de trafic doté de deux systèmes de retenue à raideur différente et d'une construction de passage entre ceux-ci
EP2037045A2 (fr) 2007-09-11 2009-03-18 Volkmann & Rossbach GmbH & Co. KG Système de retenue de véhicule destiné à sécuriser des trajectoires

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11891765B2 (en) 2022-05-19 2024-02-06 Vandorf BT1 Inc. Barrier transition framework

Also Published As

Publication number Publication date
AT512924B1 (de) 2013-12-15
EP2904153B1 (fr) 2018-06-27
PL2904153T3 (pl) 2019-04-30
EP2904153A1 (fr) 2015-08-12
AT512924A4 (de) 2013-12-15
SI2904153T1 (sl) 2018-12-31

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