Protective device for intersections of traffic routes

Abstract

A protective device for intersections of traffic routes, comprising an outer profile band (5) and an inner profile band (6) formed from guardrail posts (11, 12), wherein the outer profile band (5) includes an outer arch section (7) and the inner profile band (6) includes an inner arch section (13), wherein the outer arch section (7) and the inner arch section (13) are spaced apart from each other and each extend over an angle of 90° + / - 30°, wherein the outer profile band (5) and the inner profile band (6) are anchored in the ground by posts (15, 16) located outside the arch sections (7, 13) and deformation elements (23, 24) are arranged between the outer arch section (7) and the inner arch section (13).which are supported between the outer arch section (7) and the inner arch section (13), and a reinforcing beam (27) is arranged on the rear side of the inner arch section (13), and a hinged plank (21, 22) is provided at each end of the inner arch section (13), which extends obliquely from one end of the inner arch section (13) to the outer profile band (5), and the reinforcing beam (27) rests against the inner arch section (13), characterized in that a lower profile band (30) is provided below the outer profile band (5), and honeycomb-shaped deformation elements (23) and tubular deformation elements (24) are provided, and a chord profile (41) extends between a straight guardrail beam (11) of the outer profile band (5) and a hinged plank (21) running behind it, and at least in one hinged plank (21) predetermined deformation points (46) are provided.wherein the intended deformation points (46) are formed by vertically oriented elongated holes in an inclined section (36) of the folding plank (21) and a reinforcing profile (54) is arranged in or on at least one post (15, 16), which extends over a longitudinal section (57) of the post (15, 16) at the transition to the ground.

Description

The invention relates to a protective device for intersection areas of traffic routes according to the features in the preamble of claim 1. In traffic engineering, a junction is defined as the right-angled or oblique meeting of a road with a through road, without any continuation beyond it. Junctions present a particular installation challenge for safety barriers due to their small radii of curvature. At junctions, the barriers must follow relatively tight curves and, on the one hand, stop an approaching vehicle without creating a hazard, and on the other hand, be capable of absorbing the longitudinal forces of a barrier connected along the straight section of road. Often, additional complicating factors arise from local conditions, for example, if there are embankments or fixed obstacles such as trees or pillars in or beyond the junction. DE 25 05 262 A1 discloses an impact attenuator for curved sections of guardrails with a beam that is at least partially curved and supported by posts. The protective device is intended for use in the area of ​​entrance and exit triangles, junctions, intersections, median islands and the like on roads. From DE 200 16 162 U1, a protective device for traffic routes is known, comprising a guide element consisting of a guardrail with a straight or slightly curved central section and end caps. A further rear guardrail is provided behind the front guardrail for stiffening. Damping elements are arranged in the spaces between the front and rear guardrails to absorb energy in the event of a vehicle impact. According to German patent DE 20 2019 102 298 U1, a safety device for intersections on roads is considered state of the art. This device features a reinforcing beam extending over an angle range of 30° to 150° and encompassing a partial circle. The beam is anchored in the ground by at least two posts, which are anchored adjacent to the partial circle but not within it. Furthermore, a curved guardrail assembly extending over the same angle range is provided, which is cantilevered within that angle and connected to the reinforcing beam. The reinforcing beam and the guardrail assembly are spaced apart from each other by the posts. In the protective device known from EP 0 148 689 A1, a damping element is provided in front of a stationary obstacle, such as a tree, in addition to a guardrail and a reinforcing beam. DE 20 2020 103 520 U1 discloses an impact damper, in particular for the beginning and / or end area of ​​a protective device on traffic routes. DE 101 16 701 A1 also describes an impact damper for the beginning or end area of ​​a protective device for traffic routes. The technological background also includes DE 689 13 542 T2 and AT 521770 B1. Starting from the prior art, the invention is based on the objective of creating a protective device for intersections of traffic routes which ensures safe functioning in the event of an impact and has a high retention capacity with advantageous deformation behavior. The solution to this problem consists of a protective device according to claim 1. Advantageous embodiments and further developments of the invention are the subject of the dependent claims. The safety barrier for intersections of traffic routes has an outer profile strip and an inner profile strip. Both the outer and inner profile strips are formed from guardrail beams. The outer profile strip has an outer arched section. The inner profile strip has an inner arched section. The outer and inner arched sections are arranged radially apart. Each arched section extends over an angle of 90° ± 30°. The outer and inner profile strips are anchored in the ground by posts. These posts support both the outer and inner profile strips. The posts are positioned outside the 90° ± 30° angles of the arched sections, allowing the arched sections to be freely supported within these angles. According to the invention, damping elements are arranged between the outer and inner arch sections. These damping elements are supported between the outer and inner arch sections. Furthermore, a reinforcing beam is arranged on the rear side of the inner arch section. Additionally, a hinged plank is provided at each end of the inner arch section. The hinged plank extends obliquely from one end of the inner arch section to the outer profile strip, where it is fixed or connected. At an intersection, a road meets a through road at a right angle or at an oblique angle. Hereinafter, the through road is referred to as the carriageway and the intersecting road as the intersection. Terms used to explain the invention, such as inside and outside, internal or external, top and bottom, front and back, horizontal and vertical or longitudinal and transverse direction, as well as top and bottom, upper and lower side, front and back, front and rear, end side, roadway, roadway-side or roadway-facing side, junction or junction-side, refer to the protective device and its installation position on a roadway or junction, as well as the mounting position of the components of the protective device relative to each other. The protective device according to the invention is particularly intended for junction areas with a 90° angle. Accordingly, the protective device encloses arc sections with such a curve radius of 90°. A particularly advantageous embodiment of the protective device according to the invention provides that the outer arc section of the outer profile strip and the inner arc section of the inner profile strip each have a radius plank. The outer radius plank of the outer arc section has a larger radius of curvature than the inner radius plank of the inner arc section. In one practical embodiment, the outer radius plank has a radius of 2 m and the inner radius plank of the inner arc section has a radius of 1.58 m. The protective device according to the invention ensures reliable operation in the event of an impact and exhibits high performance even in critical impact situations and angles. The protective device possesses a high retention capacity under plastic deformation of the system upon impact. The impact energy is effectively dissipated, and an impacting vehicle is stopped or intercepted and brought to a standstill as appropriate to the situation. The protective device according to the invention is capable of intercepting and decelerating both head-on approaching vehicles and side-impacting vehicles, all within a comparatively small space. The protective device is characterized by its excellent damping and deflection properties. The protective device according to the invention effectively absorbs the longitudinal forces of a trackside protection system connected in a straight line, particularly along the roadway. The impact severity for vehicle occupants of a colliding vehicle is reduced and kept within permissible limits. A colliding vehicle is reliably stopped, preventing a rollover or overturning. According to the invention, the reinforcing spar is designed to abut the inner arc section of the inner profile strip. "Abuts" means that the reinforcing spar is in full or partial surface contact with the inner arc section. The reinforcing spar is configured to match the cross-sectional shape of the inner arc section, so that the arc section and the reinforcing spar overlap or interlock at least partially and preferably complement each other. The reinforcing spar creates a double layer in the area of ​​the inner arc section. In particular, the reinforcing spar extends along the back of the inner radius plank, its length and radius adapted accordingly. An embodiment of the invention, which functionally improves the overall safety device, provides for a lower profile band below the outer profile band, which is also formed from guardrail beams. The safety device therefore has an upper outer profile band and a lower outer profile band on the roadway side, i.e., on the side facing the roadway. The lower profile band reinforces the safety device and advantageously contributes to force absorption and energy absorption capacity. Furthermore, the lower outer profile band forms an underride guard. The lower outer profile band also includes an arc section extending over an angle of 90° + / - 30°, to which straight guardrail beams are attached at each end. The lower arc section of the lower outer profile band features a radius plank that corresponds in configuration and radius of curvature to the upper radius plank of the upper outer arc section. The components and parts of the safety devices work synergistically together. The upper outer arch section and the inner arch section, together with the damping elements integrated between them, the reinforcing beam running behind the inner arch section, and the hinged planks, form a damping system. This is further supported by the lower profile band. The deformation elements are part of the damping system and absorb a large portion of the impact energy. According to the invention, honeycomb-shaped and tubular deformation elements are present and combined. At least one deformation element is composed of several components, in particular shell-shaped or polygonal components. Preferably, several deformation elements are multi-part and composed of several components. A deformation element advantageously has at least one connecting section. The connecting section(s) of a deformation element are each adapted to the profile of the outer arc section or the profile of the inner arc section. The connecting section(s) support the deformation element on the rear side of the outer arc section or the front side of the inner arc section and are bonded to them by a material connection, in particular by welding. A connecting section is adapted to the vertical cross-sectional contour of the outer arc section or the inner arc section. The connecting section can be designed as a recess at a free end of a side wall of a deformation element. The side wall, with the recess, engages a longitudinal rib in an arc section, in particular an inwardly oriented longitudinal rib in the outer arc section.In practical terms, a connecting section in the joining area to the inner arc section is designed as a projecting tongue, in particular a trapezoidal tongue, which engages at the front in a longitudinal groove in the inner arc section. Component parts of the protective device can be prefabricated, allowing for efficient and rational on-site assembly at the installation site. One aspect of this involves prefabricating and pre-assembling the radius planks in the area of ​​the outer and inner arch sections using components of the deformation elements. During installation, the radius planks, or the outer and inner arch sections, are positioned relative to each other within the safety barrier, and the components of the deformation elements are assembled to form a deformation element. A particularly advantageous embodiment of a protective device provides that a straight guardrail beam is attached to each end of the outer arched section. In this configuration, the upper outer profile band has a curved section with the outer arched section extending over a 90° radius and a straight guardrail beam at each end. The lower outer profile band is constructed accordingly. The upper and lower outer profile bands are jointly fixed to posts driven into the ground, with the posts positioned outside the angled area of ​​the curved sections and the arched sections. The profile bands are cantilevered within the arched section. The lower outer arched section can be connected to the upper outer arched section via a suspension system. The upper outer profile band comprises the upper outer arc section, which is part of a radius plank, and the straight guardrail posts adjoining the radius plank. The inner profile band comprises the inner arc section, which forms part of an inner radius plank, and the reinforcing post behind it, as well as the hinged guardrails adjoining the inner arc section at their ends. These hinged guardrails extend to and are fixed to a straight guardrail post of the upper outer profile band. In the area where a hinged guardrail meets a straight guardrail post of the outer profile band, a post is provided to which the outer profile band and the inner profile band, or the respective straight guardrail post and the hinged guardrail, are fixed. At the roadway end and the intersection end of the outer curved guardrail, a straight guardrail post is attached. The ends of the curved guardrail and the guardrail posts overlap and are each secured to a post using bolted fasteners. A post is also installed at the roadway end and the intersection end of the inner curved guardrail. The end of the inner curved guardrail is connected to the end of each section. The ends of the curved guardrails and the end sections of the curved guardrails are overlapping and mounted to a post using bolted fasteners. Furthermore, a post is anchored in the ground at the outer free end of the straight guardrail beam on the road side. Overall, the protective device according to the invention can be advantageously integrated into or connected to conventional track protection devices. The invention further provides that a belt profile is arranged between a straight guardrail beam of the outer profile strip and a hinged guardrail extending behind it. The belt profile is provided, in particular, in the leg of the guardrail extending parallel to the roadway. The belt profile extends obliquely forward from the hinged guardrail towards the straight guardrail beam of the outer profile strip. The belt profile is preferably designed in the form of a flat bar. The belt profile forms a tension band. The belt profile advantageously interacts with the component parts and ensures that, in the event of an impact, the front straight guardrail beam and the hinged guardrail extending obliquely behind it do not move apart. The hinged guardrail and the guardrail beam are held together by the belt profile. This measure also contributes to improved and effective force absorption. One practical embodiment provides that the folding guardrail has an inclined section and, at each end, an end section angled to the inclined section. The folding guardrail is composed of the inclined section and the two end sections. The end sections are welded to the inclined section. The joints or welds between the inclined section and the end sections are preferably reinforced on the reverse side by partially applied, bonded reinforcing elements. The end sections are designed to connect the folding guardrail to the inner curved section on the one hand and to the front straight guardrail beam of the outer profile strip on the other. Mounting openings are provided in the end sections for this purpose. In this context, an advantageous design provides that, at least in one end section, particularly in the end section fixed to the straight guardrail beam on the roadway side, the mounting holes are designed as elongated holes. This design allows limited movement of the components relative to each other in this area, thus forming a buffer zone to absorb impact peaks. In the event of a collision, the involved component parts—the front guardrail beam and the front end section of the folding guardrail—can move relative to each other to a limited extent. This buffers the impact peak. As a result, the acceleration inside the vehicle of an impacting vehicle is reduced, keeping the Acceleration Severity Index (ASI) low and within permissible limits.After the shock peak is absorbed and the displacement distance is used up in fractions of a second, the system comes to a stop in the connection area and the system as a whole participates in force absorption and energy dissipation. The deformation behavior and energy absorption capacity are improved according to the invention by providing predetermined deformation points in at least one folding plank. These predetermined deformation points are arranged in an inclined section of the folding plank. According to the invention, the predetermined deformation points are formed by elongated holes, the elongated holes being vertically oriented. Preferably, the predetermined deformation points extend vertically in the back or back web of a folding plank in the form of elongated holes. The predetermined deformation points cause the folding plank to exhibit softer deformation behavior and to deform in a controlled manner upon impact. The elongated holes acting as target deformation points are vertically oriented, whereas the elongated holes providing a limited displacement path in the end section of the road-side folding guardrail are horizontally oriented and run parallel to the roadway. The combination of the belt profile, acting as a tension band between the road-side folding guardrail and the front straight guardrail beam, and the intended deformation points in the folding guardrail has proven particularly effective. Although the components or component elements have opposing functions in themselves—namely tensioning on the one hand and initial deformation on the other—the combination has a beneficial effect on the overall system. A further improvement of the protective device is achieved according to the invention by arranging a reinforcing profile in or on at least one post. The reinforcing profile extends over a length of the post, specifically at the transition between the post and the ground, so that part of the reinforcing profile runs above ground and part of it runs underground. The reinforcing profile runs within the post profile and is driven into the ground, with the reinforcing profile projecting upwards a portion, thus reinforcing the transition area of ​​the post in the ground. Preferably, the reinforcing profile is formed by a U- or C-profile, which is integrated into the posts, which are also C- or U-shaped. Particularly preferably, a C-shaped reinforcing profile is inserted in a C-shaped post in a mirrored configuration, so that the back web of the C-shaped reinforcing profile runs parallel to the opening side of the C-shaped post. Preferably, joints, and in particular welds between components of the guardrail, are reinforced by reinforcing elements. Specifically, reinforcing elements are arranged on the rear side of connections within the guardrail, facing away from the roadway. In practical implementation, reinforcing elements are provided at the transition between the inclined section of a folding guardrail and the respective end section. This reinforces the weld between the inclined section and the end section. In this way, failure of the joint, and in particular weld cracking, is prevented. The invention is described in more detail below with reference to the drawings. These show: Fig. 1 a protective device according to the invention for an intersection of traffic routes in a top view; Fig. 2 the protective device according to Fig. 1 in a side view from the roadway; Fig. 3 the protective device according to Fig. 1 in a side view from the intersection; Fig. 4 the protective device in a perspective view from the front; Fig. 5 the protective device in a perspective view from the rear; Fig. 6 the protective device in another perspective; Fig. 7 the protective device in an exploded view; Figs. 8, 9, 10 to 11 detailed views of sections of the protective device, each in a top view; Fig. 12 a rear view of the inner arc section of the protective device; Figs. 13 and 14 components of a deformation element; Fig.Fig. 15 shows the safety device in a vertical sectional view with a view of a deformation element; Fig. 16 shows a view of the representation corresponding to Fig. 15 in a top view; Fig. 17 shows a section of the safety device in the area of ​​the transition from the inner arch section to a hinged barrier; Fig. 18 shows a first hinged barrier in a perspective view; Fig. 19 shows a second hinged barrier in a perspective view; Fig. 20 shows the safety device corresponding to the representation of Fig. 2 and an attached trackside safety device in a side view from the roadway; and Fig. 21 shows the representation corresponding to Fig. 20 in a rear view. With reference to Figs. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20 to 21, a protective device 1 according to the invention is described in its entirety as well as in details and individual parts or its components. Figures 1, 2, 3, 4, 5, 6 to 7 show a safety device 1 in various views and in an exploded view. The safety device 1 is used at intersections of traffic routes and serves to protect two roads that meet at right angles in the embodiment shown here. The through road or carriageway is indicated by arrows FB. The intersection is indicated by arrows E. The safety barrier 1 has a longitudinally oriented carriageway-side leg 2 running parallel to the roadway FB and a junction-side leg 3 extending parallel to the junction E. The carriageway-side leg 2 and the junction-side leg 3 are connected to each other by a radius structure 4 extending essentially over an angle of 90°. The guardrail 1 has an outer profile band 5 and an inner profile band 6. The outer profile band 5 and the inner profile band 6 are formed from differently configured, rounded or arched, straight and / or angled guardrail beams. The outer profile band 5 includes an outer arc section 7 extending over an angle of 90°. This is part of a curved outer radius plank 8, to which a straight guardrail beam 11, 12 is attached at each end 9, 10. The inner profile band 6 includes an inner arc section 13, which also extends over an angle of 90° and is part of a curved inner radius plank 14. The outer arc section 7 and the inner arc section 13 are arranged radially apart from each other. The outer radius plank 8 has a radius R1 that is larger than the radius R2 of the inner radius plank 14.The beginning of the safety barrier 1, as seen from the roadway FB, is marked with A. The end of the safety barrier 1 on the junction side is marked with B. The outer profile band 5 and the inner profile band 6 are anchored in the ground by posts 15 and 16. Posts 15 and 16 are located outside the arc sections 7 and 13, which extend over an angle of 90°. A post 15 is positioned at the roadway-side end 17 and the intersection-side end 18 of the outer radius plank 8, and at the roadway-side end 19 and the intersection-side end 20 of the inner radius plank 14. Between the ends 17 and 18, and 19 and 20 respectively, the radius planks 8 and 14, and the arc sections 7 and 13 extending between the ends 17 and 18 and 19 and 20 respectively, are cantilevered. A hinged guardrail 21 is attached to the roadway-side end 19 of the inner arc section 13. This guardrail extends diagonally from end 19 forwards towards the straight roadway-side guardrail post 11, where it is fixed to the guardrail post 11. A hinged guardrail 22 is also attached to the intersection-side end 20 of the inner arc section 13. This hinged guardrail 22 extends diagonally towards the straight intersection-side guardrail post 12 and is attached to the guardrail post 12. A roadway-side folding barrier 21 is shown in Fig. 18. A junction-side folding barrier 22 is shown in Fig. 19. The transition from the end 19 to the roadway-side folding barrier 21 and the post 15 arranged there, including mounting elements in the form of screw connections, is shown in Fig. 9. Deformation elements 23, 24 are arranged between the outer arc section 7 and the inner arc section 13 (see also the illustrations in Figures 8 and 13-17). The deformation elements 23, 24 are supported between the outer arc section 7 and the inner arc section 13. Deformation elements 23 of the first type are configured in a honeycomb shape and are each composed of two shell-shaped components 25, 26, which combine to form a deformation element 23 in the form of a honeycomb structure. Deformation elements 24 of the second type are integrated between the honeycomb-shaped deformation elements 23. The deformation elements 24 of the second type are tubular in the form of deformation tubes. A reinforcing beam 27 is arranged on the rear side of the inner radius plank 14 and the inner arc section 13. The reinforcing beam 27 rests against the arc section 13 of the inner radius plank 14 on its rear side facing away from the roadway. The reinforcing beam 27 is screwed together with the inner radius plank 14 to the posts 15 located at each end. For this purpose, corresponding mounting openings 29 are provided in the ends 28 of the reinforcing beam 27, which is adapted to the radius of the inner radius plank 14. Below the outer profile band 5, a lower profile band 30 is provided, formed from curved and straight guardrail beams. The lower profile band 30 has a lower outer curved section 31, which is part of a lower curved guardrail 32. A straight guardrail beam 33, running parallel to the roadway FB, connects to this. At the other end of the lower outer curved section 31, another straight guardrail beam 34 is connected, extending parallel to the junction E. The lower profile band 30 is fixed to the posts 15, 16, which also support the upper outer profile band 5. The lower outer curved section 31 extends over an angle of 90° and is self-supporting without any support to the ground. The lower profile band 30 or the lower arc section 31 is connected to the upper outer arc section 7 of the upper outer profile band 5 via a suspension 35 (see in particular Fig. 12 ). A hinged plank 21, 22, as can be seen particularly in Figures 18 and 19, has a sloping section 36 and, at each end, an end section 37, 38 directed at an angle to the sloping section 36. Mounting openings 39, 40 are provided in the end sections 37, 38. The hinged plank 21 is longer than the hinged plank 22. A chord profile 41 is arranged between the straight guardrail beam 11 of the outer upper profile band 5 on the roadway side and the angled guardrail 21 running behind it on the roadway side (see also Fig. 11). The chord profile 41 is designed in the form of a flat bar and extends from the inclined section 36 of the angled guardrail 21 to the rear of the front straight guardrail beam 11 of the upper outer profile band 5. The chord profile 41 is connected at one end to the angled guardrail 21 and at the other end to the guardrail beam 11. The connection is made via end-end mounting sections 42 of the chord profile 41, corresponding mounting openings, and screw connections 43. The illustration in Fig. 11 clearly shows that the chord profile 41 runs diagonally between the angled guardrail 21 and the guardrail beam 11. Mounting openings 39 and 40 are provided in the end sections 37 and 38 of the roadway-side folding guardrail 21, as well as in the end sections 37 and 38 of the intersection-side folding guardrail 22. The folding guardrails 21 and 22 are connected to the ends 19 and 20, respectively, of the inner arc section 13 and the guardrail beams 11 and 12 via screw connections 44. This connection incorporates a post 15 located at each end 19 and 20. The roadway-side end 19 of the inner radius guardrail 14, the reinforcing beam 27, or the end 28 of the reinforcing beam 27, and the folding guardrail 21, or the end section 38 of the folding guardrail 21, are all connected via screw connections 44. At least the mounting openings 39 in the roadway-side front end section 37 of the roadway-side folding guardrail 21 are designed as elongated holes. The elongated holes extend horizontally, i.e., longitudinally, parallel to the straight guardrail beam 11. The elongated holes allow the bolted connection between the roadway-side end section 37 of the folding guardrail 21 and the guardrail beam 11 to be flexible over a limited displacement range. In this way, impact peaks can be cushioned in the event of a collision until the limited displacement range is exhausted. In the back web 45 of the inclined section 36 of the roadway-side folding guardrail 21, predetermined deformation points 46 are provided in the form of vertically oriented elongated holes in the folding guardrail 21 (see Fig. 18). The elongated holes result in a softer deformation behavior of the folding guardrail 21. Under tension of the roadway-side straight guardrail beam 11 by the chord profile 41 arranged between the roadway-side folding guardrail 21 and the guardrail beam 11, the components fold together without drifting apart. The folding guardrail 21 abuts the guardrail beam 11 with its roadway-side end section 37 and is fixed there. A post 16 is provided in the connection area between the folding guardrail 21 or end section 37 and the guardrail beam 11. This is located on the rear side of the end section 37 and the guardrail beam 11. The components are fixed to the post 16 via appropriate screw connections or screw fasteners. Figure 8 shows a section of the protective device 1 in the area between an outer arc section 7 and an inner arc section 13. Deformation elements 23 and 24 are integrated between the outer arc section 7 and the inner arc section 13. The damping system comprises damping elements 23 of the first type, which are designed in a honeycomb shape as so-called deformation honeycombs. Furthermore, damping elements 24 of the second type are integrated, which are designed in a tubular shape as deformation tubes. A deformation tube is fixed between the side walls 47 of a deformation honeycomb by means of mounting screws. A deformation element 23 in the form of a deformation honeycomb consists of two shell-shaped components 25, 26, which are polygonal and designed as half-honeycombs, and are connected to each other to form a honeycomb-shaped deformation element 23. This connection is achieved via back webs 48 of the components 25, 26, which lie against each other in the assembly position and are connected by fasteners. The honeycomb-shaped deformation elements 23 are supported on the roadway side against the inside of the outer radius plank 8 in the area of ​​the upper outer arc section 7. On the inside, i.e., the side facing the inner arc section 13, the deformation elements 23 are supported with their side walls 47 against the inner radius plank 14. The honeycomb-shaped deformation element 23 is configurably adapted to the vertical cross-sectional configuration of the outer radius plank 8 and the inner radius plank 14. The illustrations in Figures 13-15 clarify that the honeycomb-shaped deformation element 23, or its components 25, 26, each has connecting sections 49, 50 on the side walls 47, which are supported against the outer radius plank 8 and the inner radius plank 14, respectively. The connecting section 49 of the shell component 25 is designed as a recess in the end of each side wall 47. With this recess, the deformation element 23 engages an inwardly directed longitudinal groove 51 in the outer radius plank 8. The connecting section 50 of the second shell component 26 is designed as a tab or projecting tongue. The tongue is configurably adapted to the rearwardly flared longitudinal bead 52 in the inner radius plank 14 and engages in it (see in particular Fig. 15). The components of the protective device 1 are made of steel and are corrosion-protected, in particular hot-dip galvanized. The inner profile band 5 and the outer profile band 6 are fixed to the posts 15, 16. The posts 15, 16 are driven into the ground and anchored there. The posts 15, 16 are U-shaped and C-shaped, respectively, with the back webs 53 of the C-posts 15, 16 oriented essentially parallel to the outside or to the roadway FB and the junction E. Reinforcing profiles 54 are arranged in the posts 15, 16. The reinforcing profiles 54 are also C-shaped and are inserted inverted into the C-shaped posts 15, 16, so that the reinforcing profiles 54, with their back webs 55, are aligned with the open side 56 of the C-shaped posts 15, 16. The reinforcing profiles 54 are also driven into the ground, so that they extend over a length 57 of the post 15, 16 at the transition to the ground. In particular, Figures 12, 18, and 19 show that the joints 58 between the inclined sections 36 of a hinged plank 21, 22 and the welded end sections 37, 38 are each reinforced by a reinforcing element 59. The reinforcing elements 59 are formed by tabs that overlap the joints 58 and are welded on the reverse side. A headpiece 61 is arranged at each end of the upper outer profile band 5 and the lower outer profile band 30, at the junction-side end 60. This forms the termination of the profile bands 5 and 30 on the junction side. The lower outer profile band 30 has a corresponding headpiece 63 at its roadway-side end 62, which is connected to the straight guardrail beam 33 of the lower profile band 30 and is guided in an arc around the end 60 and fixed to the post 16 by means of connecting elements. Figures 20 and 21 illustrate the connection of the guardrail 1 to a trackside guardrail 64 running parallel to the roadway FB. The upper outer profile band 5 is connected directly to a guardrail section 65 of the trackside guardrail 64 via the straight guardrail beam 11. Reference symbol: 1 Protective device 2 Roadway leg 3 Junction leg 4 Radius construction 5 Outer profile band 6 Inner profile band 7 Outer arch section 8 Outer radius plank 9 End 10 End 11 Guardrail beam 12 Guardrail beam 13 Inner arch section 14 Inner radius plank 15 Post 16 Post 17 Roadway end of 8 18 Junction end of 8 19 Roadway end of 14 20 Junction end of 14 21 Bend plank 22 Bend plank 23 Honeycomb deformation element 24 Tubular deformation element 25 Component of 23 26 Component of 23 27 Reinforcing beam 28 End of 27 29 Mounting opening 30 Lower profile strip 31 Arch section 32 Radius plank 33 Guardrail beam 34 Guardrail beam 35 Suspension 36 Inclined section 37 End section 38 End section 39 Mounting opening 40 Mounting opening 41 Belt profile 42 Mounting section 43 Screw fastener 44 Screw fastener 45 Back web v. 36 46 Design deformation point 47 Side wall 48 Back web v.25, 26 49 Connection section 50 Connection section 51 Longitudinal groove 52 Longitudinal groove 53 Back web v. 15, 16 54 Reinforcement profile 55 Back web v. 54 56 Open side v. 15, 16 57 Longitudinal section v. 15, 16 58 Joints 59 Reinforcement element 60 Junction end v. 5 61 Head piece v. 5 62 Roadway end v. 30 63 Head piece v. 30 64 Track protection device 65 Guardrail section A Roadway beginning v. 1 B Junction end v. 1 E Junction FB Roadway R1 Radius of 8 R2 Radius of 14.

Claims

A protective device for intersections of traffic routes, comprising an outer profile band (5) and an inner profile band (6) formed from guardrail posts (11, 12), wherein the outer profile band (5) includes an outer arch section (7) and the inner profile band (6) includes an inner arch section (13), wherein the outer arch section (7) and the inner arch section (13) are spaced apart from each other and each extend over an angle of 90° + / - 30°, wherein the outer profile band (5) and the inner profile band (6) are anchored in the ground by posts (15, 16) located outside the arch sections (7, 13) and deformation elements (23, 24) are arranged between the outer arch section (7) and the inner arch section (13).which are supported between the outer arch section (7) and the inner arch section (13), and a reinforcing beam (27) is arranged behind the inner arch section (13), and a hinged plank (21, 22) is provided at each end of the inner arch section (13), which extends obliquely between an end of the inner arch section (13) to the outer profile band (5), and the reinforcing beam (27) rests against the inner arch section (13), characterized in that a lower profile band (30) is provided below the outer profile band (5), and honeycomb-shaped deformation elements (23) and tubular deformation elements (24) are provided, and a chord profile (41) extends between a straight guardrail beam (11) of the outer profile band (5) and a hinged plank (21) running behind it, and at least in one hinged plank (21) predetermined deformation points (46) are provided.wherein the intended deformation points (46) are formed by vertically oriented elongated holes in an inclined section (36) of the folding plank (21) and a reinforcing profile (54) is arranged in or on at least one post (15, 16), which extends over a longitudinal section (57) of the post (15, 16) at the transition to the ground. Protective device according to claim 1, characterized in that at least one deformation element (23) is composed of several components (25, 26), in particular of shell-shaped or polygonal components. Protective device according to claim 1 or 2, characterized in that a deformation element (23) has at least one connecting section (49, 50) which is adapted to the profile of the outer arc section (7) or to the profile of the inner arc section (13). Protective device according to one of claims 1 to 3, characterized in that a straight guardrail beam (11, 12) is connected to each end of the outer arc section (7). Protective device according to one of claims 1 to 4, characterized in that a hinged plank (21, 22) has an inclined section (36) and at each end an end section (37, 38) directed at an angle to the inclined section (36), wherein mounting openings (39, 40) are provided in the end sections (37, 38). Protective device according to claim 5, characterized in that the mounting openings (39) in at least one end section (37) are designed as elongated holes. Protective device according to claim 6, characterized in that joints (58), in particular welds, between the inclined section (36) of a hinged plank (21, 22) and the end section (37, 38) are reinforced by a reinforcing element (59).

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