EP0758697A1 - Guard rail - Google Patents

Abstract

The central stays (23,24) of the protective plank arrangement (21,22) serving for the releasable fixture to the face sides of the distance braces (6) are arranged in a V-formation in relation to one another. Underneath the ends of the distance braces in V-shape longitudinal channels (30,32) of the protective plank arrangement facing the profile posts (4) contactless support components (42) are provided. Stiffening components and the support components comprise pipe pieces (43) matching the inner concave contour of the longitudinal channels (29,31,30,32), together with tabs (45,47) connecting the pipe pieces with the ends of the distance braces.

Description

The invention relates to a guardrail arrangement according to the features in the preamble of claim 1.

Such a guardrail arrangement is part of the prior art through FR 2 701 720. It has spacer struts with an omega-shaped cross-section. Approximately in the longitudinal center of each spacer strut that is open at the bottom, a sliding sleeve with a C-shaped cross section is welded perpendicularly to the inside of the floor. The sliding sleeve is pushed over the upper end of a likewise C-shaped profile post and connected to it by a screw bolt as a predetermined breaking point. The open side of the profile post points in the longitudinal direction of the guardrail arrangement.

Stiffening elements in the form of bent sheets are welded on the face of each spacer strut, the cross-sections of which cross-section the inner contours of the W-shaped guard rail strands in the area of the central webs and above the longitudinal struts are adapted to the longitudinal struts. In the concave areas of the sheets facing the profile post above the spacer struts, inclined stiffening brackets are fitted, the end faces of which are adapted to the inner contours of the concave areas, with their narrow sides facing the floor, abut the lower wall sections of the concave areas and are welded to them. The other ends of the stiffening brackets lie on the outside of the vertical legs of the spacer strut and are supported with bevelled ends on the horizontal flanges of the spacer strut. The stiffening brackets are welded to the legs and the flanges.

Although this proposal achieves additional stiffening of the guardrail strands, it does not take into account the actual requirements for a guardrail arrangement for median strips according to CEN (European standard).

Starting from the prior art, the invention is based on the object of creating a guardrail arrangement which on the one hand meets the increased requirements of the CEN, but on the other hand uses an enlargement of the median strip between two carriageways while largely adapting the contours to an existing guardrail arrangement the existing profile posts and taking into account an economic retrofit.

This object is achieved according to the invention in the features listed in the characterizing part of claim 1.

Due to the fact that the central webs of the guardrail strands each run on an inclined plane, When a vehicle collides with a W-shaped guardrail line, only the longitudinal bead above a spacer struts comes into contact with the vehicle. Since this longitudinal bead is supported by the stiffening element fixed on the spacer strut, an increased resistance is already achieved in this way. In the further course of the impact, the vehicle slides along the guardrail strand and, due to its force, pushes the guardrail arrangement in the direction of the adjacent roadway, one or more profile posts being bent in the impact area. During this process, the stiffening elements are released from the upper longitudinal channel, since the guard rail strand remains as a longitudinally tensioned band. On the other hand, in the impact area, the lower support members make contact in the lower longitudinal channel, the central web becoming detached from the end faces of the spacer struts due to the tensioning of the protective barrier strand which is still maintained. Finally, if the longitudinal bead below the spacer struts of the guardrail strand facing away from the impacting vehicle contacts the ground, the support members at the ends of the spacer struts located in the impact area come into contact with the lower longitudinal channel, with the sliding sleeves from the profile posts and the web of this guardrail strand from the The end faces of the spacer struts loosen and thereby also the upper stiffening elements slide out of the upper longitudinal channel.

Due to the wedge-shaped inclination of the central webs of the W-shaped guardrail strands in connection with the stiffening elements located above the spacer struts and the support members provided below the spacer struts, including the special dimensioning ratio of the outer width of the guardrail arrangement in relation to the height of the upper longitudinal edges The guardrail strands from the ground consequently achieve additional force dissipation into the ground, which leads to better force distribution in the guardrail arrangement and thus produces a harmonious deflection.

In addition, the resistance of the guardrail arrangement can be increased even further by increasing the material thickness and improving the material quality.

Such internal safety barriers are now, as internal tests have shown, able e.g. to catch a truck or a bus up to about 30 t with an impact angle of 20 ° and an impact speed of 80 km / H and to redirect the energy generated in this way perfectly.

An advantageous embodiment of the invention is seen in the features of claim 2. The design of the stiffening elements and the support members made of tubular pieces and of the tabs connecting the tubular pieces to the spacer struts leads to simple manufacture and to effective integration between the spacer struts and the guardrail strands.

According to claim 3, it is expedient if the tabs each encompass the pipe pieces with a positive fit over about 180 °. The tabs are then welded to the pipe sections in this area. The other ends of the tabs are welded on the edge side above the spacer struts with respect to the stiffening elements and below the spacer struts on the edge side with respect to the support members. The tabs of the stiffening elements and the support members assigned to a guardrail strand preferably each extend in the same vertical planes.

According to the features of claim 4, the spacer struts have a U-shaped cross section. This simplifies the manufacture of the spacer struts. The spacer struts are reinforced in the area of the stiffening elements and the support members. Plate-like crosspieces are used for this. On the one hand, these are located on the end faces of the spacer struts, where they also serve to fix the guardrail strands via predetermined breaking screws. Further cross struts are located, for example, in the areas where the lower ends of the narrow tab sides facing away from the longitudinal beads contact the spacer struts. Cross bars are also provided in the area of the profile posts, which at the same time serve to center the C-shaped sliding sleeves. The sliding sleeves are each offset in the channels formed by the legs and the bottoms of the spacer struts towards one leg and welded to this and the floor.

A further reinforcement of the guardrail strands is achieved with the features of claim 5. The extension of the upper and lower inclined legs of the guardrail strands in the direction of the vertical central longitudinal plane of the guardrail arrangement increases the resistance of the entire construction. In addition, the targeted relative position of the pipe sections to the longitudinal channels and to the distance struts ensures a harmonious deflection of force in the event of a rear-end collision.

A particularly advantageous position of the pipe sections of the stiffening elements relative to the pipe sections of the support members with regard to the deformation of the guardrail arrangement in the event of an impact is seen in the features of claim 6.

So that in the final phase of a rear-end collision, ie when the profile posts are bent far, the distance struts become can easily solve with the sliding sleeves from the profile posts is integrated according to claim 7 in the sliding sleeves / predetermined breaking point connection between the profile posts and the spacer struts each a friction resistance of steel to steel insert. This can be a corresponding plastic.

Figur 1

Einen vertikalen Querschnitt durch eine Schutzplankenanordnung;

Figur 2

eine Seitenansicht auf einen Längenabschnitt der Schutzplankenanordnung der Figur 1 im Bereich eines Profilpfostens;

Figur 3

eine Draufsicht auf den Längenabschnitt der Figur 2;

Figur 4

in der Perspektive eine Distanzstrebe der Schutzplankenanordnung der Figuren 1 bis 3 und

Figur 5

die Schutzplankenanordnung gemäß der Figur 1 im Ablaufschema bei einem Auffahrunfall.

The invention is explained below with reference to an embodiment shown in the drawings. Show it:

Figure 1

A vertical cross section through a guardrail arrangement;

Figure 2

a side view of a longitudinal section of the guardrail arrangement of Figure 1 in the region of a profile post;

Figure 3

a plan view of the longitudinal section of Figure 2;

Figure 4

in perspective a spacer strut of the guardrail arrangement of Figures 1 to 3 and

Figure 5

the guardrail arrangement according to Figure 1 in the flow diagram in a rear-end collision.

1 to 3 and 5 in FIGS. 1 to 3 designate a guardrail arrangement as is provided on a median strip 2 between two carriageways, not shown, on which car traffic takes place in the opposite direction. The guardrail arrangement 1 has a multiplicity of cross-sectionally C-shaped profile posts 4 anchored at a distance in the floor 3.

With the upper end 5 of each profiled post 4, a spacer 6, which is U-shaped in cross section and extends transversely to the carriageways, is detachably connected. For this purpose, in the middle of the spacer 6 a cross-sectionally C-shaped sliding sleeve 7 is fastened in the channel 10 formed by the base 8 and the two legs 9 of the spacer 6 by welding downward. The sliding sleeve 7 is arranged off-center. Two plate-like transverse webs 11, which are incorporated between the legs 9 next to the sliding sleeve 7, serve to stiffen the spacer strut 6 and to fasten the sliding sleeve 7. The sliding sleeve 7 has an internal cross section which corresponds to the external cross section of the profiled post 4, taking into account a sliding play. The connection between the profile post 4 and the sliding sleeve 7 is made by a predetermined breaking point 12 in the form of a screw bolt with nut.

Between the legs 13 of the sliding sleeve 7 and the legs 14 of the profile post 4, plate-like plastic inserts 15 are provided which are held by screws 16 and which reduce the frictional resistance from steel to steel (FIGS. 1 and 3).

The front ends of the spacer strut 6 are closed by welded-in plate-like transverse webs 17. The transverse webs 17 each extend in an inclined plane EE at an angle α of 10 ° to the vertical V (FIG. 1). Bores 18 are provided in the center of the crossbars 17, which, together with bolts 19 and nuts 20, serve as predetermined breaking points for the releasable fastening of two W-shaped guardrail strands 21, 22 to the spacer strut 6 (FIGS. 1 and 2). The guardrail strands 21, 22 are detachably assembled in shots from individual guardrails in a manner not shown in detail.

1, the protective plank strands 21, 22 are fixed on a spacer strut via central flat webs 23, 24. Above and below the webs 23, 24, the protective plank strands 21, 22 have longitudinal beads 25, 26 and 27 directed away from the profile post 4 , 28 with inner V-shaped longitudinal channels 29, 30 and 31, 32 as well as upper and lower legs 33, 34 and 35, 36 which are kinked by the longitudinal beads 25, 26 and 27, 28. The upper legs 35, 36 run obliquely upwards in the direction of the vertical central longitudinal plane VML of the guardrail arrangement 1, while the lower legs 34, 36 extend essentially parallel to the spacer strut 6. The longitudinal edges 37, 38 and 39, 40 of each guard rail strand 21, 22 run in a sloping plane E1-E1, which is arranged on the post side at a parallel distance next to the plane E-E, in which the webs 23, 24 of the guard rail strands 21, 22 extend.

At the end of the spacer 6, stiffening elements 41 are fixed above the spacer 6 and 6 support members 42 below the spacer (FIGS. 1-4).

Each stiffening element 41 has a pipe section 43 which is wider than the spacer 6 and whose contour is adapted to the concave inner contour of the longitudinal channels 29, 31 above the spacer 6. At a distance from the end faces of the pipe section 43, narrow oblique tabs 45 are welded in between the pipe section 43 and the surface 44 of the spacer strut 6. For this purpose, the ends of the tabs 45 facing away from the spacer strut 6 are excluded in accordance with the circumferential contour of the pipe section 43. Here the tabs 45 are also welded to the pipe section 43.

In the normal standby position of the guardrail arrangement 1 according to FIGS. 1 to 3 and 5, right illustration the pipe pieces 43 of the stiffening elements 41 are in contact in the longitudinal channels 29, 31 of the guardrail strands 21, 22 above the spacer 6.

The support members 42 provided below the spacer 6 also have pipe sections 46, the length of which corresponds to the pipe sections 43 of the stiffening elements 41. The pipe sections 46 engage in a contact-free manner at a great distance into the concave longitudinal channels 30, 32 of the protective plank strands 21, 22 located below the spacer 6. The pipe sections 46 are also connected to the spacer strut 6 by tabs 47. The tabs 47 extend in the same vertical planes as the tabs 45 of the stiffening elements 41.

The outer ends of the tabs 47 are also adapted to the outer contour of the tube pieces 46 and welded to them.

The tabs 45, 47 are welded to the spacer 6 on the upper and lower sides in such a way that the narrow sides 48 facing away from the profile post 4 end at the front side of the spacer 6, while the other narrow sides 49 facing the profile post 4 are spaced apart from the transverse webs 17. In these transverse planes, the spacer 6 is stiffened by further welded-in plate-like transverse webs 50.

In the standby position of the guardrail arrangement 1 according to FIGS. 1 to 3 and 5, right-hand illustration, the longitudinal axes 51 52 of the tube pieces 43, 46 of a guardrail strand 21, 22 are in a plane E2-E2, which is both at an angle β of 10 ° the longitudinal axis plane E1-E1 and to the web plane EE. The web plane EE and the longitudinal edge plane E2-E2 intersect approximately in the longitudinal axis 52 of the tube section 46 of the support member 42 (FIG. 1).

The ratio of the distance D of the two guardrail strands 21, 22 in the region of the upper longitudinal beads 25, 27 facing away from the profile post 4 to the distance A of the upper longitudinal edges 37, 39 of the guardrail strands 21, 22 from the surface 53 of the floor 3 is 1.25: 1 (Fig. 1).

If, for example, a truck with up to 30 t meets the guardrail line 22 at an angle γ of 20 ° (FIG. 3) at a speed of 80 km / H according to the illustration on the right in FIG. 5, the truck first contacts the one through the stiffening elements 41 rigid upper longitudinal bead 27. It then presses the guardrail arrangement 1 in the direction of the other lane, the profile posts 4 inclining in the impact area. In this process, the stiffening elements 41 are then released from the upper longitudinal channel 31 of the guard rail strand 22, while at the same time its longitudinal bracing of the guard rail strand 22 ensures that the predetermined breaking points 18, 19, 20 between the guard rail strand 22 and the transverse webs 17 are loaded on the end face of the spacer struts 6 be (Fig. 5, middle fig.). With further loading, the predetermined breaking points 18, 19, 20 then tear (left-hand illustration in FIG. 5), the lower support member 42 engaging in a form-fitting and contacting manner in the lower longitudinal channel 32 of the guard rail strand 22.

If the guardrail arrangement 1 has been pushed away from the truck to the extent that the guardrail strand 21 contacts the floor 3, the support member 42 now lies in a form-fitting manner in the longitudinal channel 30, while the stiffening element 41 has detached from the longitudinal channel 29 and the predetermined breaking point 18, 19, 20 of this guard rail strand 21 is broken. The guardrail strand 21 is still under the band-like longitudinal tension.

At the same time it can be seen that during this further transverse movement the band-like longitudinal tensioning of the guardrail strands 21, 22 has ensured that the predetermined breaking points 12 between the sliding sleeves 7 and the profile posts 4 are at least partially torn in the impact area and that the spacer struts 6 with the sliding sleeves 7 have detached from the upper ends 5 of the profile posts 4.

List of reference symbols

1 -

Guardrail arrangement

2 -

Median

3 -

ground

4 -

Profile post

5 -

upper ends of 4th

6 -

Spacer

7 -

Sliding sleeve

8th -

Floor v. 6

9 -

Thigh v. 6

10 -

Channel in 6

11 -

Cross bars next to 7

12 -

Predetermined breaking point

13 -

Thigh v. 7

14 -

Thigh v. 4th

15 -

Plastic inserts

16 -

Screws

17 -

Cross bars on the front v. 6

18 -

Holes in 17th

19 -

Bolts

20 -

Nuts

21 -

Guardrail strand

22 -

Guardrail strand

23 -

Steg v. 21

24 -

Steg v. 22

25 -

Longitudinal bead v. 21

26 -

Longitudinal bead v. 21

27 -

Longitudinal bead v. 22

28 -

Longitudinal bead v. 22

29 -

Longitudinal channel v. 25th

30 -

Longitudinal channel v. 26

31 -

Longitudinal channel v. 27

32 -

Longitudinal channel v. 28

33 -

whether. thigh v. 21

34 -

lower thigh v. 21

35 -

whether. thigh v. 22

36 -

lower thigh v. 22

37 -

ob. Longitudinal edge v. 21

38 -

lower longitudinal edge of 21

39 -

ob. Longitudinal edge v. 22

40 -

lower longitudinal edge of 22

41 -

Stiffening elements

42 -

Support members

43 -

Pipe pieces from 41

44 -

Surface v. 6

45 -

Tabs between 43 and 44

46 -

Pipe pieces from 42

47 -

Tabs between 46 u. 6

48 -

Narrow sides v. 45, 47

49 -

Narrow sides v. 45, 47

50 -

Crossbars

51 -

Longitudinal axes v. 43

52 -

Longitudinal axes v. 46

53 -

Surface v. 3rd

α -

Angle between E-E u. V

β -

Angle between E2-E2 u. E-E

γ -

Angle between truck and 22

A -

Distance between 37, 39 u. 3rd

E-E -

Level v. 17th

E1-E1 -

Level v. 37, 38 and 39, 40

E2-E2 -

Level v. 51, 52

D -

Distance between 25 and 27

Truck -

Trucks

V -

vertical

VML -

vertical median longitudinal plane v. 1

Claims (7)

Guardrail arrangement, which consists of two W-shaped guardrail strands (21, 22), which are held at a constant distance from each other by profiled horizontal spacer struts (6) and are made of guardrails placed in shots and connected to the spacer struts (6) via sliding sleeves (7) and predetermined breaking points (12) in the floor (3) has anchored profile posts (4), the end of the spacer struts (6) in the V-shaped longitudinal channels (29, 31) of the guardrail strands (21, 22) lying above the spacer struts (6) and open towards the profile posts (4) ) positively engaging stiffening elements (41) are fastened, characterized in that the central webs (23, 24) of the protective plank strands (21, 22) which serve for releasable fastening on the end faces of the spacer struts (6) are V-shaped with the wedge angle opening upwards placed to each other and below the ends of the spacer struts (6) in the V-shaped longitudinal channels located there facing the profile post (4) (30, 32) of the guardrail strands (21, 22) contactlessly supporting support members (42) are provided, the ratio of the distance (D) of the two guardrail strands (21, 22) in the region of the longitudinal beads (25 , 27) to the distance (A) of the upper longitudinal edges (37, 39) of the guardrail strands (21, 22) from the floor (3) is approximately 1.25: 1. Guardrail arrangement according to claim 1, characterized in that the stiffening elements (41) and the support members (42) extend from the inner concave contour of the longitudinal channels (29, 31; 30, 32) in the guard rail strands (21, 22) adapted pipe sections (43, 46) and these with the ends of the spacer struts (6) connecting tabs (45, 47). Guardrail arrangement according to claim 3, characterized in that the tabs (45, 47) each encompass the pipe sections (43, 46) with a positive fit over about 180 ° and are connected to them by welding and with the other end on the edge on or under the spacers (6) are welded. Guardrail arrangement according to one of claims 1-3, characterized in that the spacer struts (6) having a U-shaped cross-section with downwardly directed legs (9) in the region of the stiffening elements (41), the support members (42) and the profile posts (4) are provided with welded crossbars (17, 50, 11). Guardrail arrangement according to one of claims 2-4, characterized in that the two longitudinal edges (37, 38; 39, 40) of each guardrail strand (21, 22) run in a sloping plane (E1-E1), which is on the post side at a parallel distance next to the plane (EE) is arranged, in which the web (23, 24) of the guard rail strand (21, 22) extends, the plane (E2-E2) in which the longitudinal axes (52, 52) of the pipe sections (43, 46) run, is arranged at an angle (β) both to the longitudinal edge plane (E1-E1) and to the web plane (EE). Guard rail arrangement according to claim 5, characterized in that the web plane (EE) and the longitudinal axis plane (E2-E2) of the pipe sections (43, 46) cut approximately in the longitudinal axis (52) of the pipe section (46) of the support member (42). Guardrail arrangement according to one of claims 1-6, characterized in that in the sliding sleeves / predetermined breaking point connection (5, 7, 12) between a profile post (4) and a spacer strut (6) an insert (15) which reduces the frictional resistance from steel to steel ) is integrated.

Images