Combined noise protection and vehicle restraint system

Abstract

A combined noise protection and vehicle restraint system on roadways (2) has profiled, preferably H-shaped uprights (8) with grooves (33) running in the longitudinal direction thereof and noise protection elements (11) accommodated in a form-fitting manner between adjacent uprights (8). The noise protection elements (11) have a surface (3) facing the roadway (2) and have lateral edges (15, 16), wherein the noise protection element (11) engages in the grooves (33) of the adjacent uprights (8) in the region of the lateral edges (15, 16) of the noise protection element. At least one retaining element (12) is arranged between adjacent uprights (8), which retaining element has a higher resistance force against an impact of a vehicle than the noise protection elements (11). The retaining element (12) has lateral ends (17) by means of which it engages in the grooves (33) of the adjacent uprights (8).

Description

[0001] COMBINED NOISE REDUCTION AND VEHICLE RESTRICTION SYSTEM

[0002] The invention relates to a combined noise protection and vehicle restraint system for roadways, with profiled, preferably H-shaped, posts having grooves extending in their longitudinal direction, and with at least one noise protection element positively engaged between adjacent posts, wherein the noise protection element has a surface facing the roadway, as well as upper, lower and lateral edges, wherein the noise protection element engages in the grooves of the adjacent posts in the area of ​​its lateral edges, wherein at least one restraint element is arranged between the adjacent posts, which has a higher resistance force against an impact of a vehicle than the noise protection element, and wherein the restraint element has lateral ends.

[0003] Conventional noise barriers along roads generally require a vehicle restraint system (e.g., a concrete barrier) positioned in front of them to protect vehicle occupants and prevent damage to or collapse of the barrier in the event of a collision. The vehicle restraint system must be designed to maintain sufficient clearance from the noise barrier to accommodate both the dynamic displacement of the restraint system itself and the impact of a vehicle. However, in many situations, there is insufficient space available for this. Integrated noise barriers, such as those described in EP 3 235 953 A, WO 2005 / 099389 A, and WO 2021 / 184106 A, address this problem by being designed to withstand vehicle impacts and thus also functioning as a vehicle restraint system. However, they have the disadvantage of requiring complex installation of the restraint elements.The invention is therefore based on the objective of creating a combined noise protection and vehicle restraint system that offers effective protection and is easy to install.

[0004] This problem is solved with a combined noise protection and vehicle restraint system having the features of claim 1.

[0005] Preferred, but not mandatory, features and embodiments of the invention, which can be combined arbitrarily as far as functionally possible, are the subject of the dependent claims.

[0006] Unlike the prior art, the restraint elements are not pre-installed in front of the noise barrier elements (EP 3 235 953 Al, WO 2005 / 099389 A) or attached around the posts (WO 2021 / 184106 A), but are inserted into the posts like the noise barrier elements. This significantly simplifies installation and offers greater flexibility in terms of the mounting height of the restraint elements, without requiring any additional mounting points on the noise barrier or its posts. Additional fastening of the restraint elements to or in the area of ​​the posts is possible, but not mandatory, thus enabling rapid installation.

[0007] According to the invention, it is possible to arrange the retaining element above a single noise barrier element or above the uppermost of two or more noise barrier elements arranged one above the other. Alternatively or additionally, it is possible according to the invention to arrange the retaining element between two noise barrier elements arranged one above the other. This allows the retaining element to be easily mounted on the noise barrier at the desired height.

[0008] Noise barrier elements are primarily designed to absorb and / or scatter sound effectively and therefore typically do not have a mechanically robust surface. To protect this surface, and thus the sound-insulating properties of the noise barrier elements, from mechanical damage, the retaining element according to the invention has an impact surface that projects beyond the surface of the noise barrier element facing the roadway.

[0009] Even though additional fastening of the restraint elements to or in the area of ​​the uprights is not strictly necessary, it can still be advantageous for reasons of strength to fasten the restraint elements additionally. According to the invention, this is advantageously achieved such that, if restraint elements are arranged on both sides next to an upright, the restraint elements are directly connected to each other by means of at least one front connecting element and / or rear connecting element. The interconnected restraint elements then form a tensile-resistant chain supported on the uprights, which distributes the force of an impacting vehicle over a longer area of ​​the vehicle restraint system and minimizes the risk of the vehicle potentially breaking through the noise barrier and vehicle restraint system.

[0010] To prevent the connecting elements from protruding beyond the impact surface of the restraint elements and hindering the sliding of a vehicle along the restraint elements, in a preferred embodiment of the invention, the restraint elements can have a mounting surface recessed relative to the impact surface in the region of their lateral ends. This makes it possible to use load-bearing and correspondingly robust connecting elements without incurring the aforementioned risk.

[0011] The connecting elements, which are preferably attached to the mounting surfaces, e.g. screwed to the retaining elements, have in a preferred embodiment of the invention a front face that is flush with the impact surface or is set back slightly from it.

[0012] Within the scope of the invention, the uprights can be made of any suitable material, but preferably, as is known per se, they are made of steel or are precast reinforced concrete elements.

[0013] In the invention, the retaining element is preferably a precast reinforced concrete element, but could also consist of UHPC, steel or another stable material or composite material.

[0014] Even though the primary function of the restraint element is to prevent a vehicle from entering the system according to the invention, the restraint elements can additionally have a sound-absorbing surface facing the roadway so that no sound-reflecting sections are created in the noise barrier.

[0015] The restraint elements are not subject to any particular restrictions regarding their shape, but preferably have two opposing surfaces, in particular the surface facing the roadway and a surface opposite it, which are inclined to each other at an angle of between 5° and 45°. This slightly conical shape has the advantage that demolding is easier when the restraint elements are manufactured as precast concrete elements.

[0016] The posts can be mounted in several known ways. For example, they can be mounted on or against a cast-in-place concrete guide wall, or on or against mobile or ground-anchored guide wall elements, preferably made of concrete.

[0017] However, it is also possible that the posts themselves are anchored in the ground. In this case, it is also possible that a guide wall element, preferably made of concrete, is arranged between adjacent posts, and that the concrete guide wall element engages positively in the grooves of the posts.

[0018] Combinations of the aforementioned possibilities are also possible.

[0019] If the noise barrier and vehicle restraint system according to the invention includes a cast-in-place concrete barrier or barrier elements in its lower section, these already provide good protection for passenger cars. However, for motor vehicles with a higher or high point of impact, e.g., trucks, there is a risk that they will penetrate the noise barrier and vehicle restraint system upon impact at a greater height and possibly even break through it, because conventional noise barrier elements are not designed for such loads. According to the invention, however, it is now possible to arrange the restraint elements between or above noise barrier elements at a height of at least 1.25 m, preferably at least 1.45 m, and particularly at least 1.6 m, above the roadway in order to provide increased protection against the penetration of taller and heavier motor vehicles.

[0020] Further features and advantages of the invention will become apparent from the following description of preferred embodiments of the invention, which do not limit the scope of protection, with reference to the accompanying drawings. These show:

[0021] Fig. 1 shows a front view of a combined noise protection and vehicle restraint system according to the invention.

[0022] Fig. 2 a side view of a section of the combined noise protection and vehicle restraint system of Fig. 1, Fig. 3 a section (without hatching) through an alternative embodiment of a combined noise protection and vehicle restraint system according to the invention, Fig. 4 a side view of a section of the combined noise protection and vehicle restraint system of Fig. 3,

[0023] Fig. 5 shows a concrete barrier element in oblique view, which can be used in the combined noise protection and vehicle restraint system of Figs. 3 and 4.

[0024] Figs. 6a and 6b show a first embodiment of a profile of a retaining element according to the invention.

[0025] Figs. 7a and 7b show a second embodiment of a profile of an inventive retaining element.

[0026] Figs. 8a and 8b show a third embodiment of a profile of an inventive retaining element.

[0027] Figs. 9a and 9b show a fourth embodiment of a profile of an inventive retaining element.

[0028] Figs. 10a and 10b show a first embodiment for a connection between two retaining elements,

[0029] Figs. 11a and 11b show a second embodiment for a connection between two retaining elements.

[0030] Figs. 12a and 12b show a third embodiment for a connection between two retaining elements, and

[0031] Fig. 13 shows a horizontal cross-section through a post at the level of a noise barrier element.

[0032] The drawings show embodiments of devices according to the invention, which are only exemplary and, apart from the features of the invention as defined in the claims, can also be implemented differently with respect to many components within the scope of the present invention, without this requiring special mention below. In particular, the components and features described in the various embodiments of the invention can be combined with one another as desired, even without this being expressly mentioned in every possible case.

[0033] Fig. 1 shows a view of the end face (i.e., in the direction of the longitudinal extent) of a first embodiment of a combined noise protection and vehicle restraint system 1 according to the invention (hereinafter referred to as "the system 1"), which is arranged next to a roadway 2 and runs substantially parallel to the roadway 2. The system 1 has a side or surface 3 facing the roadway 2 and a side or surface 4 facing away from the roadway 2. On the side of the system 1 opposite the roadway 2, there may also be a roadway or, for example, a populated area or a natural area. If there is also a roadway on the side of the system 1 opposite the roadway 2, the system is preferably designed symmetrically with respect to a vertical plane 5 extending in the direction of the roadway. Fig. 2 shows a section of the side 3 of the system 1 facing the roadway 2.

[0034] In the embodiment of the invention shown in Figures 1 and 2, guide wall elements 6, preferably made of concrete, are arranged in the lower region of the system 1. These guide wall elements 6, which are preferably precast concrete elements, are arranged, for example, at the edge of the roadway 2 and can be firmly connected there to a foundation (not shown) by means of anchor bolts 7 if required. Of course, it is also possible to provide a guide wall made of cast-in-place concrete instead of the precast concrete elements 6.

[0035] Uprights 8, preferably screwed in place, are attached to the guide wall elements 6 and have an I- or H-profile. In the embodiment shown in Figures 1 and 2, the uprights are arranged in the central region of each guide wall element 6, but they can also be arranged asymmetrically. Furthermore, it is not necessary for each guide wall element 6 to have an upright 8 attached. Alternatively, two uprights 8 can be attached to one guide wall element 6. At least one noise barrier element 11 and at least one restraint element 12 are arranged between two adjacent uprights 8. In the embodiment shown in Figures 1 and 2, a restraint element 12 is arranged between two lower and three upper noise barrier elements 11.

[0036] The noise barrier elements have a generally known design. Since the primary function of noise barrier elements 11 is sound absorption and / or diffusion, they do not offer particularly high resistance when a vehicle collides with them in the direction of arrow 9. This is especially critical for taller and heavier vehicles, such as trucks, which, upon impact, can penetrate the area above the barrier elements 6 through their overhang and thus damage the noise barrier elements 11. Additionally, a vehicle that has penetrated the barrier can become stuck on a support post if it slides along the barrier elements 6 during the collision, which poses further risks.

[0037] To reduce these risks, the restraint elements 12 according to the invention are provided, which, in the event of a vehicle impact in the direction of arrow 9, exhibit a higher resistance than the noise barrier elements 11. The restraint elements 12 can be made of any suitable material that possesses the required strength, for example, steel, but are preferably made of reinforced concrete, like the guide wall elements 6. Due to the high strength of the restraint elements 12, a vehicle cannot penetrate them and, in the event of a collision, slides along them and thus also past the posts 8.

[0038] The web 31 of the I- or H-profile of the uprights 8 is oriented transversely to the plane 5, and grooves 33, extending longitudinally along the uprights 8 and formed between the flanges 32 of the uprights 8, are open in the direction of the longitudinal extent of the system 1. The noise barrier elements 11 have, apart from the surface 3 facing the roadway 2 and the surface 4 facing away from it, an upper edge 13, a lower edge 14, and lateral edges 15, 16, wherein the noise barrier element 11 engages in the grooves 33 of the adjacent uprights 8 in the region of its lateral edges 15, 16. The noise barrier elements 11 can therefore be inserted from above between the uprights 8 and are then automatically secured.

[0039] The retaining elements 12 have lateral ends 16, 17 with which they also engage in the grooves 33 of the uprights 8. The retaining elements 12 can therefore be inserted between the uprights 8 from above, just like the noise barrier elements 11, and are then automatically secured. The installation of the retaining elements 12 can thus be easily integrated into the installation of the noise barrier elements 11, which significantly simplifies the installation of the retaining elements 12 compared to the prior art.

[0040] The height H of the restraint elements 12 above the roadway can be freely selected according to the respective requirements by arranging one or more noise barrier elements 11 of a suitable height below and / or above the restraint elements 12. It is also possible to arrange two restraint elements 12 directly above one another or to arrange restraint elements 12 and noise barrier elements alternately above one another. A restraint element 12 can also be arranged as the uppermost or lowermost element of the wall.

[0041] Since the restraint elements 12 according to the invention are primarily – though not exclusively – intended to prevent taller and heavier vehicles from penetrating the noise barrier, the restraint elements 12 are preferably arranged at a height H of at least 2 m, preferably at a height of about 3.5 m, above the roadway 2, because taller and heavier vehicles can primarily penetrate the wall at or above these heights.

[0042] Figures 3 to 5 show an alternative embodiment of a combined noise protection and vehicle restraint system according to the invention, in which the uprights 8 are not mounted on or to guide wall elements 6, but are anchored directly in the ground 18. Furthermore, this system 1 is not symmetrical to a vertical plane 5 extending in the direction of the roadway, which it could be analogous to Figures 1 and 2.

[0043] In this embodiment, a guide wall element 19 is arranged as the lowest element. This element essentially performs the same function as the guide wall elements 6 of the embodiments shown in Figures 1 and 2, directing smaller vehicles, such as passenger cars, back onto the roadway 2 upon impact. However, the guide wall element 19, like the restraint elements 12 and the noise barrier elements 11, is inserted from above into the grooves 33 of the uprights 8 and lowered to the ground 18. In a certain sense, the function of the guide wall element 19 therefore corresponds to that of a restraint element 12, but it has a slightly different cross-sectional shape. According to the invention, a restraint element 12 or several restraint elements 12 stacked one above the other could therefore be arranged at the lowest position instead of the guide wall element 19.

[0044] The restraint elements 12 preferably have a lower height than the noise barrier elements 11 in order to minimize any impairment of the noise reduction properties of the wall structure. In this context, it is also possible for the restraint elements 11 to have a sound-absorbing surface facing the roadway. As can be seen in Figures 1 and 3, the restraint elements 12 have an impact surface 21 that projects beyond the roadway-facing surface 3 of the noise barrier element 11 in order to distance an impacting vehicle from the wall structure and, in particular, from the noise barrier elements 11 and the posts 8. The restraint element 12 according to the invention is preferably wider overall than the noise barrier elements 11 in order to have greater stiffness as a support.In the preferred design made of steel-reinforced concrete, the wide design also allows for more economical and effective reinforcement, with respect to the bending axis of the beam.

[0045] The retaining elements 12 can have cross-sectional shapes, which are shown by way of example in Figs. 6 to 9.

[0046] The design of the retaining element 12 in Figures 6a and 6b has a trapezoidal cross-section that widens downwards, with an angle α of approximately 5° between the two surfaces 21. This simplifies demolding when the retaining elements are manufactured as precast concrete components. Larger or smaller angles are, of course, also possible. The retaining element 12 in Figures 6a and 6b can be installed as shown in the drawing or rotated 180° about its longitudinal axis, as shown, for example, in Figures 10a, 11a, and 12a.

[0047] Rectangular, and especially square, cross-sections are also possible.

[0048] Figures 7a and 7b show another embodiment in which the cross-section is essentially I-shaped. This retaining element 12 exhibits high bending stiffness while simultaneously having reduced weight compared to a rectangular cross-section. Figures 8 and 9, in turn, show retaining elements 12 that are preferably used as the uppermost elements of the system 1 according to the invention and have a roof-shaped slope (shed roof, gable roof, etc.) to protect the elements below from rain, snow, and dirt. These embodiments are preferably used with a lower wall height when a retaining element 12 is arranged as the uppermost element.

[0049] All versions of the design feature a projection 22, which can also be described as a "spring", and which is arranged at both lateral ends 16, 17 of the retaining elements 12. These projections allow the retaining elements 12 to engage in the grooves 33 of the uprights 8 and to be moved longitudinally along the uprights 8 in the grooves 33.

[0050] To prevent the projections 22 from being forced out of the grooves 33 of the uprights 8 upon impact, and to enable the transfer of forces from one restraint element 12 to a subsequent restraint element and to make the overall structure more stable, restraint elements 12 adjoining each other horizontally on both sides of an upright 8 can additionally be connected to one another on one side 3 or both sides 3, 4 by means of connecting elements 23, 26, 29, preferably by bolting. If a connection is provided only on one side, this is preferably a front connecting element located on the side 3 facing the roadway 2. If both a front and a rear connecting element are present, then the upright 8 is enclosed by the two adjoining restraint elements on the one hand and the two connecting elements on the other, resulting in a very stable system overall.

[0051] A first possibility of such a connection is shown in Figures 10a and 10b. In this embodiment, the connection is made via connecting elements in the form of flat tabs 23, which are screwed by means of screws 24 to mounting surfaces 25 located at the lateral ends 17 of the retaining elements 12. The mounting surfaces 25 are preferably set back from the impact surfaces 21 to such an extent that the front of the tabs 23 and, if applicable, also the screw heads do not protrude beyond the impact surfaces 21, in order to allow unimpeded passage of a vehicle.

[0052] An alternative embodiment is shown in Figures 11a and 11b. In this case, the connecting elements are square tubes 26, and in this embodiment as well, the mounting surface is set back from the impact surface 21 at least so far that the front of the square tube 26 does not protrude. In the wall 27 of the square tube 26, which is substantially flush with or slightly set back from the impact surface 21, bores 28 corresponding to the number of screws 24 are provided, through which the screws 24 are accessible from the outside.

[0053] Finally, Figures 12a and 12b show an embodiment in which the connecting element is a U-profile 29 open towards the impact surface 21. The front face of the U-profiles, which should not project beyond the impact surface 21, is in this case the respective end of the lateral legs of the U-profiles. Otherwise, this embodiment is – as far as applicable – designed like one of Figures 11a and 11b.

[0054] In the embodiments shown in Figures 10 to 12, a screw 24 is shown for connection to a retaining element 12. However, two or more screws 24 per retaining element 12 are also possible. Other types of connection are also possible.

[0055] The mounting surfaces 25 are preferably set back from the impact surfaces 21 to such an extent that the connecting elements do not extend beyond the impact surfaces 21. To accommodate manufacturing tolerances resulting from the simultaneous use of more robust connecting elements and / or the alternative use of such elements, the mounting surfaces 25 may also be set back somewhat further than necessary.

[0056] In order to create an additional connection between noise protection elements 11 and / or retention elements 12, it is also possible within the scope of the invention to attach a groove or a tongue to each of their upper and lower edges, which engages with a groove or tongue on the upper or lower edge of an element 11 , 12 above or below.

[0057] Reference character list:

[0058] 1 Combined noise protection and vehicle restraint system

[0059] 2 lanes

[0060] 3 Area

[0061] 4 Area

[0062] Level 5

[0063] 6 guide wall element

[0064] 7 anchor bolts

[0065] 8 stands

[0066] 9 Arrow

[0067] 10 -

[0068] 11 Noise protection element

[0069] 12 Retaining element

[0070] 13 upper edge

[0071] 14 bottom edge

[0072] 15 side edge

[0073] 16 side edge

[0074] 17 side end

[0075] 18 Floor

[0076] 19 guide wall element

[0077] 20 -

[0078] 21 impact area

[0079] 22 lead

[0080] 23 tab

[0081] 24 screws

[0082] 25 mounting surface

[0083] 26 square tubes

[0084] 27 Wall

[0085] 28 bore

[0086] 29 U-profile

[0087] 30 -

[0088] 31 Bridge

[0089] 32 flange

[0090] 33 Groove H Height a Angle

Claims

Claims:

1. Combined noise protection and vehicle restraint system for roadways (2), with profiled, preferably H-shaped, posts (8) having longitudinally extending grooves (33), and with at least one noise protection element (11) positively engaged between adjacent posts (8), wherein the noise protection element (11) has a surface (3) facing the roadway (2), as well as upper (13), lower (14) and lateral (15, 16) edges, wherein the noise protection element (11) engages in the grooves (33) of the adjacent posts (8) in the area of ​​its lateral edges (15, 16), wherein at least one restraint element (12) is arranged between the adjacent posts (8) which has a higher resistance force against an impact of a vehicle than the noise protection element (11), and wherein the restraint element (12) has lateral ends (17), thereby characterizedthat the retaining element (12) engages with its lateral ends (17) in the grooves (33) of the adjacent uprights (8).

2. System according to claim 1, characterized in that the retaining element (12) is located above the at least one noise protection element (11) or above the uppermost of two or more than two noise protection elements arranged one above the other. (11) is ordered.

3. System according to claim 1 or 2, characterized in that at least two superimposed noise protection elements (11) are provided and that the retention element (12) is arranged between a noise protection element (11) above and a noise protection element (11) below.

4. System according to one of claims 1 to 3, characterized in that the restraint element (12) has an impact surface (21) which projects beyond the surface (3) of the noise barrier element (11) facing the roadway (2).

5. System according to one of claims 1 to 4, characterized in that retaining elements (12) are arranged on both sides next to a support (8) and that the retaining elements (12) are directly connected to each other by means of at least one front connecting element (23, 26, 29).

6. System according to one of claims 1 to 5, characterized in that the retaining elements (12) are directly connected to each other by means of at least one rear connecting element (23, 26, 29).

7. System according to one of claims 1 to 6, characterized in that the retaining element (12) has a mounting surface (25) that is set back from the impact surface (21) in the area of ​​the lateral ends.

8. System according to one of claims 5 or 6 and claim 7, characterized in that the connecting elements (23, 26, 29) are attached to the mounting surfaces (25), preferably screwed to the retaining elements (12).

9. System according to claim 5 and optionally one of claims 6 to 8, characterized in that the connecting element (23, 26, 29) has a front side which is aligned with the impact surface (21) or is set back slightly from it.

10. System according to one of claims 1 to 9, characterized in that the retaining element (12) is attached to a upper and lower edges each have a groove or tongue which engage with a groove or tongue on the upper or lower edge of a noise protection element (11).

11. System according to one of claims 1 to 10, characterized in that the uprights (8) are made of steel or are precast reinforced concrete elements.

12. System according to one of claims 1 to 11, characterized in that the retaining element (12) is a precast reinforced concrete element.

13. System according to one of claims 1 to 12, characterized in that the retaining element (12) has a sound-absorbing surface facing the roadway (2).

14. System according to one of claims 1 to 13, characterized in that two opposing surfaces of the restraint element (12), in particular the surface facing the roadway (2) and a surface opposite it, are inclined at an angle (a) between 4° and 45° to each other.

15. System according to one of claims 1 to 14, characterized in that the uprights (8) are mounted on or on a cast-in-place concrete guide wall or on or on mobile or ground-anchored guide wall elements (6), which are preferably made of concrete.

16. System according to one of claims 1 to 14, characterized in that the uprights (8) are anchored (7) in the ground, that a guide wall element (19) is located between adjacent uprights (8), preferably made of concrete is manufactured, is arranged, and that the guide wall element (19) engages positively in the grooves (33) of the uprights (8).

17. System according to one of claims 1 to 16, which is arranged on a roadway (2), characterized in that the restraint element (12) is arranged at a height of at least 2 m, preferably about 3.5 m, above the roadway (2).

18. System according to one of claims 1 to 17, characterized in that it is designed symmetrically with respect to a vertical plane (5) extending in the direction of the roadway (2).

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