DE29815850U1 - Control threshold line - Google Patents

Description

Guide rail line

The invention relates to a guide barrier line according to the features in the preamble of claim 1.

A guide rail of this type is known from the patent DE 39 28 793 C2. Such guide rails are used in road construction in the area of construction sites or as lane dividers. They ensure that vehicles stay in their assigned lane and do not leave it unintentionally.

The well-known guide threshold line is made up of guide thresholds that are detachably connected to one another, which means that the guide threshold line can be used flexibly and moved easily. Particularly light guide thresholds are advantageously used here, but they still guarantee sufficient stability.

Telephone (0234) 51957/58/59 · Fax (0234) 51 0512 Commerzbank AG Bochum, account no. 3864782 (bank code 43040036) · Postbank Essen, account no. 7447-431 (bank code 36010043)

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Concrete barriers are very stable, but can only be transported and installed using heavy equipment.

Another proposal from the state of the art involves lightweight plastic sleepers which, after being assembled to form a guide sleeper line, are filled with water and/or sand to ensure sufficient stability. In addition to the additional effort required to fill such lightweight sleepers, the flexibility when subsequently moving the guide sleeper line is also significantly limited.

Metal barriers do not achieve the required stability through their own weight, but through the largest possible contact area in combination with flat side ramps, which allow vehicles to drive onto the barrier at an acute angle without being exposed to the risk of damaging their bodywork. The load exerted by a vehicle wheel on the ramps presses the barriers onto the roadway, so that the required stability is guaranteed.

However, as the tire diameter and the approach angle relative to the guard rail increase, there is a risk that a vehicle wheel will not yet come into contact with a starting plate when it comes into contact with the upper part of the guard rail, thereby exerting a tipping moment on the guard rail. In extreme cases, a section of a guard rail can tip over, whereby this section can pull other guard rails with it, as in a chain reaction, and the entire guard rail can tip over, possibly over several kilometers.

If used as a road divider in a construction site area, oncoming traffic would be exposed to considerable danger as their lane would be narrowed considerably. Vehicles could also be damaged by tipping over. It is also conceivable that drivers could be shocked and make sudden steering movements, which could then lead to accidents. At construction sites, the entire barrier line could fall into the construction site area, which would make the construction site unsafe and create additional accident risks.

Based on the prior art, the invention is based on the object of creating a guide barrier line that is easy to implement and has a high level of stability even at larger approach angles and/or larger tire diameters.

The invention solves the problem with the features specified in the characterizing part of claim 1.

The basic idea of the invention is to prevent the entire line of guardrails from falling over like dominoes by interrupting any chain reaction that may have been initiated. Therefore, some of the guardrails are provided with a particularly high level of tipping safety and are integrated into the guardrail line at intervals. These special guardrails interrupt the chain reaction when they fall over, so that the entire line of guardrails cannot tip over. Depending on the distance between the special guardrails, they can also ensure that any tendency to tip over is counteracted.

The invention increases the stability of the barrier line overall and reduces the risk of accidents for passing vehicles. Even a

A tilted length section can be quickly put back upright, whereby the extent of this work can be determined by the number of anti-tipping devices installed. In particularly vulnerable areas, the length sections can be made shorter and thus flexibly adapted to the respective application situation. Particularly in narrow construction areas, where traffic congestion is already a problem, major disruptions can be significantly reduced by only putting up a limited length section instead of the entire barrier line.

An effective measure for securing a guide rail or a guide rail line against tipping is a weight integrated into the guide rail (claim 2). Such a weight, e.g. lead, is preferably arranged inside the guide rail close to the roadway. This gives the guide rail an extremely low center of gravity, so that the resulting weight of the guide rail remains between the tipping edges of its contact surface for as long as possible, even when tipping.

The weights can be designed as additional weights that can be inserted into the holders provided for them in a modified guide rail. When moving the guide rail line, the additional weights can be removed and later re-inserted. This makes the work of manually moving guide rails considerably easier. Within the scope of the invention, it is of course also possible to incorporate prefabricated guide rails with a particularly high weight into the guide rail line.

The invention combines the advantages of a guide barrier that is easy to implement due to its low weight

with the stability of heavy-duty guide rail strands. The guide rail strand according to the invention is only slightly heavier in relation to its total weight while having optimized functionality, and the easy handling is not impaired by additional weights that can be added or separated.

Depending on the application, a weight can extend across the entire width of a barrier, which is particularly useful when used as a road divider, as vehicle contact is to be expected on both sides. On the other hand, when used as safety in construction areas, it can be useful to use additional weights that can be moved within the barrier, whereby the weight should always be arranged on the side where vehicle impact is to be expected. This shifts the center of gravity from the middle and increases the moment of stability of the barrier.

Another way to increase the stability of a guide rail line is to increase the distance between the tipping edges. Tipping over is prevented if the sum of the static moments around the tipping edges on the long sides of the guide rails is greater than the sum of the tipping moments, i.e. if the resultant of the force system within the tipping edges intersects the contact surfaces of the guide rails. Increasing the distance between the edges corresponds to an extended lever arm over which the deadweight of the guide rail would have to be levered. A long lever arm and/or a high deadweight of the guide rails increase the static moments and thus the stability.

In an advantageous embodiment of this principle, support strips lying flat on the roadway are provided in claim 3 as a safety feature, which are attached to at least one

side of the guide rail in the area of its lower longitudinal edge. Such support strips can be, for example, flat irons, which are advantageously arranged on the underside of the guide rail transversely to the longitudinal extension of the guide rail. Flat irons are therefore particularly suitable because they only protrude minimally above the roadway and do not additionally narrow the lane. The support strips can be attached both to the underside of the guide rails and in the joint area between two guide rails.

If the guard rail is used as a road divider, it is sensible to arrange support strips that protrude from both lower longitudinal edges of the respective guard rail. On the other hand, for guard rails in construction areas, it may be sufficient to provide support strips on only one side of a guard rail. In this case, the support strips do not protrude into the lane, but are located in the construction area.

The combination of support strips and weights is particularly advantageous, as this creates maximum stability.

The invention is explained in more detail below using embodiments shown in the drawings. They show:

Figure 1 is a perspective view of a longitudinal section of a guide rail line;

Figure 2 shows a section through a guide threshold along the line II-II of Figure 1;

Figure 3 shows a guide threshold according to another embodiment and

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Figure 4 is a schematic representation of the contact of a vehicle tire with a barrier strip at different approach angles.

Figure 1 shows a longitudinal section of a guide rail line 2 made up of guide rails 1, la. As shown in Figures 2 and 3, each guide rail 1, la has, in a vertical cross-section, oppositely concavely curved approach plates 3 which are stiffened by vertical, triangular crossbars 4 arranged at a distance. While the approach plates 3 open tangentially into the roadway plane with their lower longitudinal edges 5, their upper longitudinal edges 6 are attached to the underside of coupling tubes 7. The coupling tubes 7 have a plug-in pin 8 at one end, which protrudes over the front side 9 of a guide rail 1, la. The other ends of the coupling tubes 7 function as pin holders 10.

Above the coupling tubes 7, ridge tubes 11 are arranged in the longitudinal extension of the guide rail line 2, offset from the coupling tubes 7. The ridge tubes 11 have the same length as a guide rail 1, la and are provided with locking bolts 12 that engage in vertical recesses 13 in the coupling tubes 7. Below the coupling tubes 7, on one end of each guide rail 1, there is a centering pin 15 that engages in a centering sleeve 14 of an adjacent guide rail la. In this area, the ridge tubes 11 with longer locking bolts 12a also engage in the centering sleeves 14 and centering pins 15 that are plugged together.

The guide sill la, which is at the front in the image plane, has on its underside two oriented transversely to its longitudinal extension.

The guide rails 11 have flat support strips 16 in the form of flat irons which protrude beyond the lower longitudinal edges 5 on each side 23, 24 of the guide rail 1a. The support strips 16 are arranged at a parallel distance from one another and serve as a safeguard against the guide rail 1a tipping over in the transverse direction. A fictitious connecting line between the ends of the support strips 16 forms a tipping edge KK parallel to the longitudinal extension of the guide rails 1a. Due to the support strips 16, the tipping edges KK of the guide rail 1a are at a greater distance A from the vertical central longitudinal plane MLE than the tipping edges KKl formed by the lower longitudinal edges 5 of the guide rail 1 (distance Al).

Figure 2 clearly shows how the longer locking bolt 12a locks the centering pin 15 in the centering sleeve 14. The triangular crosspieces 4 are welded to the approach plates 3. On the underside of the guide rail la, a support strip 16 can be seen in section, which lies flat on the roadway 17 and acts as a kind of tangential extension of the approach plates 3.

The embodiment of a guide rail Ib shown in Figure 3 differs from that in Figure 2 by a weight 18 inserted into the crossbars 4. The weight 18 is detachably integrated into a holder 19 in the crossbars 4 and can extend over the entire length of the guide rail Ib. It is also conceivable that the holder 19 extends over the entire width of the crossbars 4 and the weight 18 can be integrated and locked off-center. This makes it possible to shift the center of gravity while simultaneously increasing the distance, which is to be regarded as the lever arm, between the center of gravity SP and a tilting edge KKl or a lower longitudinal edge 5 of the guide rail Ib.

Figure 4 shows in the upper part of the image a vertical cross-section through a guide rail line 2 and a schematically shown vehicle tire 20. The dimensions are chosen so that the guide rail line 2 has a height H of 500 mm and the vehicle tire 20 has an outer diameter AD of 740 mm.

The middle section of the image shows the impact of a vehicle tire 20 on the guide rail line 2 at an approach angle α of 20°. The vehicle tire 20 simultaneously touches the lower longitudinal edge 5 of the approach plate 3 and the coupling tube 7 or the ridge tube 11. This is the limiting case in which the center M of the contact surface 21 of the vehicle tire 20 with the roadway 17 or the approach plate 3 is congruent with the lower longitudinal edge 5 of the approach plate 3. In this constellation the guide rail 1 does not tip over.

In the lower third of Figure 4, the vehicle tire 20 hits a guide threshold la of the guide threshold line 2 with an approach angle al of 30°. The center M of the contact surface 21 is now outside the approach plate 3, while the vehicle tire 20 contacts the coupling tube 7 or the ridge tube 11. The center M of the contact surface 21 is, however, within the contact surface of the guide threshold la, since the tipping edges KK are determined by the ends 22 of the support strips 16. With this arrangement, tipping of the guide threshold line 2 is reliably prevented.

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Reference symbol

1 - Guide threshold

la - guide threshold Ib - guide threshold

2 - Guide rail line

3 - Starting plates

4 - Crossbars

5 - lower longitudinal edges of 3

6 - upper longitudinal edge of

7 - Coupling tubes

8 - Plug pin

9 - Front side of la

10 - Tenon holder

11 - Ridge pipes

12 - Locking bolt

12a - Locking bolt

13 - Recesses

14 - Centering sleeve

15 - Centering pin

16 - Support strip

17 - Roadway

18 - Weight

19 - Recording

20 - Vehicle tires

21 - Contact surface

22 - Ends of 16

α - approach angle αδ - approach angle

A - Distance Al - Distance AD - Outside diameter H - Height

KK - tipping edge of la KKl - tipping edge of

M - center of 21 MLE - median longitudinal plane of 1, la SP - center of gravity

Claims (3)

- 10 - Protection claims 1. A guide sleeper line consisting of guide sleepers (1, la, lb) that are attached to one another in sections and are detachably connected to one another, characterized in that at least one guide sleeper (la, lb) is provided with a safety device (16, 18) that prevents it from tipping over in the transverse direction. 2. Guide rail line according to claim 1, characterized in that the securing means is formed by a weight (18) integrated into the guide rail (1) with a low center of gravity (SP). 3. Guide rail line according to claim 1 or 2, characterized in that the securing means (16) is formed by at least one support strip lying flat on the roadway (17) on at least one side (23, 24) of a guide rail (1a) in the region of its lower longitudinal edge (5), which protrudes transversely beyond the longitudinal edge (5).