traffic control wall

Abstract

Traffic control wall, in particular in cast-in-place concrete construction, with a concrete body (14) consisting essentially of a lower base part (12) and a head part (13) projecting upwards therefrom, wherein the base part (12) and the head part (13) merge seamlessly into one another on a wall rear side (15) facing away from a roadway (11), and the base part (12) forms an inclined base flank (18) on a front side (16) facing the roadway (11), the inclination of which, relative to the roadway plane, is flatter than the inclination of a head flank (19) of the head part (13) facing the roadway (11), wherein a plurality of reinforcement inserts (33) are arranged in the interior of the concrete body (14) at a vertical distance from one another in a longitudinal direction of the traffic control wall (10), characterized in that the reinforcement inserts (34) have a reinforcement cross-sectional area,wherein reinforcement inserts (34) with 60 to 90% of the total reinforcement cross-sectional area of ​​all reinforcement inserts (33) arranged in the concrete body (14) are arranged in its head part (13).

Description

[0001] The invention relates to a traffic control wall, in particular in in-situ concrete construction, with a concrete body consisting essentially of a lower base part and a head part projecting upwards from the latter, wherein the base part and the head part merge seamlessly into one another on a rear side of the wall facing away from the roadway and, on a front side facing the roadway, the base part forms an inclined base flank whose inclination relative to the roadway plane is flatter than the inclination of a head flank of the overall narrower head part facing the roadway, wherein a plurality of reinforcement inserts are arranged in the interior of the concrete body at a vertical distance from one another in a longitudinal direction of the traffic control wall.

[0002] It is known to provide roadways for vehicles, such as motorways or expressways, with concrete crash barriers in the edge areas located alongside the traffic or hard shoulder. These barriers laterally border the lanes for motor vehicles and / or the adjacent hard shoulder and form an impact surface for vehicles involved in an accident, preventing them from breaking out sideways into the traffic area. Steel crash barrier structures previously erected on roadways for this purpose are increasingly being replaced by concrete crash barriers, which often have a higher containment capacity and generally require less space than flexible systems and are less prone to repair. Such concrete crash barriers can be constructed from prefabricated wall elements that are tensile-strength connected to one another at their ends, or they can be cast-in-place concrete walls erected using a slipform paver.

[0003] A concrete barrier for roadway delimitation of the type mentioned above is known from EP 2 960 373 A1. The Fig. The wall shown in Figure 4 is equipped with three reinforcement inserts arranged in a vertical plane in the upper head section, which is the same height as or slightly higher than the lower foot section. The reinforcement elements are encased, for example, with a plastic coating to protect them from corrosion. According to the relevant DIN standard EN1317-2, the known wall is designed to achieve an effective area of ​​W1 with a containment level of at least H2 and an impact severity level of ASI B.

[0004] The object of the invention is to create a traffic barrier that further improves the relevant values ​​achieved by the prior art in the event of a vehicle impact. In particular, the invention aims to achieve the smallest possible vehicle overhang (VI value) and minimal dynamic deflection in the event of an impact, even with very heavy vehicles.

[0005] This object is achieved with the invention in that the reinforcement inserts have a reinforcement cross-sectional area, wherein reinforcement inserts with 60 to 90% of the total reinforcement cross-sectional area of ​​all reinforcement inserts arranged in the concrete body are arranged in its head part. In an advantageous embodiment of the invention, the foot part has a foot part height that amounts to at most 50%, in particular not more than 30%, and particularly preferably not more than 25% of the total height of the concrete body, and the embodiment can advantageously be such that reinforcement inserts with 60 to 80%, preferably approximately 70% of the total reinforcement cross-sectional area of ​​all reinforcement inserts arranged in the concrete body are arranged in its upper half or above the center of gravity of the concrete body.

[0006] It has been shown that the distribution of the reinforcement inserts and the entire reinforcement cross-sectional area found according to the invention, which are mainly found in the head section or the upper half of the concrete body, result in a surprisingly stable traffic barrier that performs excellently in the impact test and can reliably hold back even heavy vehicles up to the 38-ton truck semi-trailer class.

[0007] The reinforcement inserts arranged in the upper half of the concrete body are preferably spaced closer together vertically than the reinforcement inserts arranged in the lower half of the concrete body. This design ensures that in the head region, which has a narrower cross-section than the base section, a very high level of stability is achieved that can withstand even strong impacts. The reinforcement inserts arranged comparatively closely one above the other there reliably absorb the energy occurring during an impact in the form of tensile forces in the longitudinal direction of the wall, similar to an expander, and prevent excessive deflection, especially in the upper, slender component region. The arrangement can preferably be such that at least some of the reinforcement inserts arranged in the upper half of the concrete body have a larger bar cross-section than the reinforcement inserts arranged in the lower half of the concrete body.

[0008] It has proven particularly expedient if the reinforcement inserts are arranged in a reinforcement plane or - in a vertical section through the concrete body - reinforcement axis that runs at least essentially vertically and parallel to the rear of the wall and is offset towards the rear of the wall relative to a vertical center of gravity axis or plane of the concrete body. This ensures that the reinforcement inserts are always optimally located in the expected tensile zone of the concrete body and that they absorb the tensile forces occurring there as a result of an impact in the longitudinal direction of the structure as early as possible and reliably in the event of an impact. Advantageously, the offset between the reinforcement axis and the center of gravity axis of the concrete body is more than 50 mm, more preferably more than 70 mm and in particular more than 80 mm.

[0009] It has been shown to be advantageous if 6 to 10, in particular preferably 8 reinforcement inserts are arranged parallel to one another in the longitudinal direction of the wall, distributed over the height of the concrete body, wherein at least half of the total reinforcement inserts provided that are arranged higher up in the concrete body have a larger rod cross-section and / or a smaller vertical distance from one another than the remaining reinforcement inserts arranged lower down in the concrete body. Thus, while reinforcements in the lower region of the concrete body, in particular in the base section, are preferably not dispensed with according to the invention, the proportion of the total reinforcement cross-section provided there is rather small compared to the reinforcement proportion in the upper head section, i.e. the more slender region of the concrete body.

[0010] The reinforcement inserts are preferably made of stainless reinforcing steel (reinforcing steel) with ribs rolled or rolled into the circumference, which is installed in the concrete body in the form of bars (DIN 488), as profiled reinforcing steel in rings that can be unwound from a coil, or as profiled reinforcing wire (B500A+P). In this case, reinforcing bars or wires lying one behind the other in the longitudinal direction of the wall are force-fitted to one another, in particular welded to one another, in order to be able to transfer the longitudinal forces that occur in the event of an impact over very long lengths of the traffic barrier, which is preferably constructed using the cast-in-situ concrete method. The advantageous arrangement of a comparatively large number of reinforcement inserts lying one above the other in a vertical plane, each with a comparatively small distance from one another, distributes the entire statically required reinforcement cross-section across a corresponding number of individual bars or wires.-wires that stack on top of each other like expanders, allowing for a comparatively small (individual) cross-section. This makes it possible to minimize the risk of cracking in the reinforced concrete cross-section and largely prevent the spalling of larger pieces of concrete in the event of an accident. This special arrangement of the reinforcement in the upper, narrow head section of the traffic barrier ensures its exceptional stability, especially in this upper section of the wall, which is generally subjected to greater stress than the base section in the event of an impact from a particularly tall and heavy vehicle, such as a 38-ton truck.

[0011] The base section can be arranged on a strip foundation arranged next to the roadway or on the roadway foundation formed by it. In the particularly preferred arrangement of the traffic barrier on a (stand-alone) strip foundation, this can be designed as an unreinforced concrete foundation, whereby a narrow foundation has proven suitable for the purpose. In an advantageous design, the design can be such that the front edge of the base section of the concrete body is aligned perpendicularly with the front edge of the strip foundation, while the foundation at the rear protrudes no more than 20 cm, preferably no more than 10 cm, laterally beyond the rear of the wall. The base section is expediently locked to the strip foundation or foundation by means of a tongue and groove connection formed between them, transversely to the longitudinal direction of the wall.The tongue and groove connection preferably comprises a locking tongue formed monolithically on the underside of the base section, which engages in a locking groove running in the strip foundation in the longitudinal direction of the wall and whose width is no more than three times its height. As an alternative to this embodiment, it is also possible in a similar manner for the tongue and groove connection to comprise a locking tongue formed monolithically on the top side of the strip foundation or footing, which engages in a locking groove running in the foot section in the longitudinal direction of the wall and whose width is no more than three times its height. For example, the strip foundation can have an installation height of more than 20 cm, preferably approximately 22 to 25 cm, and the groove or the locking tongue can be designed with a cross-section ranging from approximately 15 to approximately 21 cm in width and approximately 6 to 10 cm in height.A clamping of the concrete body in the foundation underneath, which could withstand even a very strong impact, was achieved in a test using a tongue and groove connection with a rectangular cross-section, the width of which was 18 cm and a height of 8 cm.

[0012] The tongue-and-groove joint can have a rectangular cross-section, a trapezoidal cross-section, or a cross-section that tapers or widens from bottom to top, with a left- and right-hand side surface. It can have a vertical groove center axis running in the longitudinal direction of the wall, centered between its two side surfaces, which is offset relative to the center of gravity of the concrete body toward its roadway-side front side. By arranging the tongue-and-groove joint in an area that lies in front of the center of gravity axis as seen from the roadway, tipping or lifting of the concrete body from the foundation is reliably prevented, even if, for example, a heavy and / or fast-moving vehicle collides with the traffic barrier with great force.The trapezoidal or dovetail-shaped design of the tongue and groove connection, which can be realized essentially without any problems in the case of guide walls constructed using in-situ concrete, can also be used for a positive locking in the vertical direction.

[0013] If the rear wall is inclined by no more than +- 3°, preferably no more than +- 2°, relative to the vertical, i.e., if it is designed relatively steeply, a maximum thickness can be achieved at the head section, even with a large overall height, with a given support width of the base section, allowing the head section to be designed to be particularly robust across its entire height. Such steep walls as the rear wall shown here have not been realized in the past in slipform construction of road structures such as traffic barriers.

[0014] On the roadway side, the toe flank can preferably be inclined at a toe flank angle of 40° +-3° and the head flank can preferably be inclined at a head flank angle of 8° +-2°, each relative to the vertical, as is known for other traffic control walls.

[0015] In a particularly preferred embodiment of the invention, with which the L containment level expected in the future in road construction was achieved in the impact test with a low VI value (vehicle overhang) and an optimal, namely practically non-existent dynamic deflection, the concrete body has a total height above the top of the roadway or the strip foundation of more than 1100 mm, preferably of about 1200 mm, a total width in the contact area of ​​the foot part of more than 550 mm and not more than 650 mm, preferably of about 600 mm and / or a total cross-sectional area of ​​more than 0.4 m 2 , preferably from about 0.45 to 0.47 m 2wherein the concrete body of the traffic control wall is advantageously locked to the foundation arranged underneath by means of a tongue and groove connection with a tongue and groove cross-section of 18 x 8 cm (W x H) acting between the base part and the foundation.

[0016] As already mentioned, future regulations for traffic barriers in Germany and other European countries will require L containment levels instead of the so-called H containment levels, which must meet more stringent requirements. The difference is that for a barrier to be classified as an L-class, a second car impact must be conducted, namely with a 1.5-ton vehicle traveling at 110 km / h at an impact angle of 20° against a barrier (TB32).With the inventive wall constructed using cast-in-place concrete, with a previously unknown height of 1200 mm and a relatively narrow width of only 600 mm, no lateral displacement was detected in the impact test when the base section was positively clamped in the strip foundation according to the advantageous design. This resulted in an optimal, previously unattained effective area W1 and a previously unattained dynamic deflection of zero. Furthermore, no detachment of parts with a mass of > 2 kg occurred.

[0017] Further features and advantages of the invention will become apparent from the following description and the drawing, in which a preferred embodiment of the invention is presented in more detail using an example.

[0018] The FIGURE shows a traffic control wall according to the invention in vertical cross-section.

[0019] The traffic control wall, designated as a whole by 10 in the drawing, is constructed as a route structure in in-situ concrete along a road carriageway 11, for example along a country or federal road or a multi-lane motorway next to its hard shoulder or along a central reservation, as is known.

[0020] The traffic control wall 10 essentially forms a concrete body 14 consisting of a lower base section 12 and a head section 13 projecting upwards from the lower base section. The body is cast in-situ in a known manner using a slipform paver (not shown) on a concrete strip foundation 15 previously constructed laterally next to the roadway 11. While the base section 12 and the head section 13 merge seamlessly into one another at a rear side 16 of the wall facing away from the roadway 11, so that the rear side 16 of the wall forms a substantially flat plane with only a slight inclination relative to the vertical, the front side 17 facing the roadway 11 is formed into a so-called StepLine® profile, in that the base section 12 forms a sloping base flank 18 whose inclination relative to the roadway plane is flatter than the inclination of a head flank 19 of the head section 13 facing the roadway 11.The two flank surfaces 18, 19 can adjoin one another, forming a distinct boundary line 20, as in the embodiment shown, or can merge into one another, forming a radius.

[0021] In the illustrated and preferred embodiment, the concrete body 14 has a total height H of approximately 1200 mm, measured between the top of the roadway 11 or the adjacent foundation 15 and an upper side 21 of an upper head section end piece 22, which limits and closes off the head section 13 at the top. The total width B of the concrete body is approximately 600 mm at the underside of the foot section, with which it rests on the strip foundation 15, and decreases upwards to approximately 260 mm up to the top 21 of the upper end piece. The foot section height H is Fin the embodiment shown, including a lower support block 24, in which the foot part 12 forms a substantially vertical guide surface 25 with a height of approximately 70 mm towards the roadway 11, a total of approximately 300 mm, ie the foot part 12 has a foot part height H F , which is only about 25% of the total height H of the concrete body 14.

[0022] It can be seen that the toe flank 18, which begins above the support block 24 and extends to the boundary line 20 at the transition to the head section 13, runs at a toe flank angle α of approximately 40°, while the head flank 19, which extends upwards from the boundary line 20, is inclined significantly more steeply at a head flank angle β of 8° relative to the vertical, in order to merge at the top with a radius R of approximately 50 mm into the head section end piece 22. Its upper edge on the roadway side is also rounded and merges - also with a radius of approximately 50 mm - into the horizontal upper side 21.

[0023] The rear side 16 of the wall facing away from the roadway is inclined by approximately 2° relative to the vertical V in the opposite direction (to the right in the drawing) and thus forms an almost vertical, flat surface.

[0024] The base section 12, which rests with its lower support block 24 on the strip foundation 15 next to the roadway 11, is positively locked to the strip foundation 15 by means of a tongue and groove connection 26 formed between them, transversely to the longitudinal direction of the wall. For this purpose, the foundation 15, also constructed as a section structure using the cast-in-place concrete method, is provided on its upper side with a locking groove 27 running in the longitudinal direction of the wall, into which a locking tongue 28 is inserted, monolithically formed on the underside of the base section 12 at its support block 24. This locking tongue 28 is formed integrally with the concrete body during the construction of the traffic control wall using the cast-in-place concrete method and is thus concreted directly into the locking groove 27. The dimensions of the tongue and groove connection are such that its width b is at least 25% of the total width B of the concrete body, with the tongue or groove width b being no more than three times its height h.In the exemplary embodiment, the width b of the tongue and groove joint is approximately 180 mm and its height h is approximately 80 mm. In the exemplary embodiment shown, the tongue and groove joint 26 has a rectangular cross-section with a left-hand and a right-hand side surface 29L, 29R, wherein a vertical groove center axis 30 running in the longitudinal direction of the wall is defined centrally between the two side surfaces 29. This groove center axis is offset relative to a center of gravity axis 31 of the concrete body, which runs vertically through its center of gravity shown at 32, toward the roadway-side front side 16. In the advantageous embodiment shown, the center of gravity axis 31 runs in a particularly advantageous manner in the same vertical plane as the left-hand side surface 29L of the tongue and groove joint 26 (in the drawing), which is closer to the rear side 15 of the wall.Instead of a rectangular cross-section, the tongue and groove connection can also have a trapezoidal or dovetail-shaped cross-section that tapers from bottom to top. In this case, the side surfaces of the locking groove 27 are preferably inclined inward only so far that, when the concrete body of the traffic barrier is concreted on the strip foundation, the locking tongue 28, which is then formed monolithically at the bottom of the base section, fills the trapezoidal groove without, or at least without, any significant voids. After the concrete has hardened, the concrete body and the strip foundation are then positively interlocked not only transversely to the direction of the roadway, but also vertically.

[0025] As can be further seen from the drawing, a plurality of reinforcement inserts 33 are arranged in the concrete body 14 at a vertical distance from one another in the longitudinal direction of the traffic barrier 10. In this embodiment, a total of eight non-prestressed reinforcing bars are used, arranged one above the other in a reinforcement plane 34. These can preferably be designed as stainless, profiled reinforcing steel bars in the largest possible delivery lengths, with bars lying one behind the other in the longitudinal direction then being welded together. Profiled reinforcing steel in rings or reinforcing wire can also be used, which is unwound from a coil and straightened before or during installation. According to the invention, the arrangement is such that 60 to 90% of the total reinforcement cross-sectional area, which all eight reinforcement inserts 33 have together, is located in the head section 13 of the concrete body 14.In more detail, the reinforcement is designed so that approximately 70% of the total reinforcement cross-sectional area of ​​all reinforcement inserts 33 arranged in the concrete body is located in its upper half, or above the center of gravity 32. Six of the eight reinforcement bars are arranged above the center of gravity in the head section of the traffic barrier. Not only do the top five reinforcement inserts 33o have a smaller vertical spacing from each other than the bars 33u below them, namely approximately 100 mm (+- 20 mm) each, compared to approximately 150 mm spacing between the bottom three reinforcements 33u, but the top five reinforcement inserts 33o also have a larger diameter of 16 mm than the bars below them, whose diameter is only 14 mm.

[0026] As can be seen in the drawing, the reinforcement inserts 33 are arranged in the vertical section through the concrete body 14 in the substantially vertical reinforcement axis or plane 34, which is offset relative to the center of gravity axis 31 of the concrete body 14 towards the rear side 15 of the wall.

[0027] The offset between the reinforcement plane or reinforcement axis 34 and the center of gravity axis 31 of the concrete body 14 is approximately 80 to 100 mm; in the exemplary embodiment, the reinforcement plane 34 is offset approximately 90 mm rearward relative to the center of gravity plane 31. The reinforcement plane is therefore also located behind the center plane 35, which runs vertically through the center of the upper head section end piece 22. This ensures that the entire reinforcement of all installed reinforcement inserts 33 is located in the tensile zone 36 facing away from the roadway, i.e. the area of ​​the traffic barrier wall in which, when a vehicle impacts the roadway-side front side of the wall, high tensile forces acting in the longitudinal direction of the wall occur. These tensile forces are reliably absorbed by the reinforcing bars 33 like an expander. As soon as the wall moves upon impact or a fracture block forms, the reinforcing bars absorb the forces.For this purpose, the reinforcement inserts 33 are positioned as far back as possible in the component and the center of gravity of the entire reinforcement is located as high as possible, namely in the upper half of the concrete body, in which it is narrower than in its lower area. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] EP 2 960 373 A1

[0003]

Claims

[1] Traffic control wall, in particular in cast-in-place concrete construction, with a concrete body (14) consisting essentially of a lower base part (12) and a head part (13) projecting upwards therefrom, wherein the base part (12) and the head part (13) merge seamlessly into one another on a wall rear side (15) facing away from a roadway (11), and the base part (12) forms an inclined base flank (18) on a front side (16) facing the roadway (11), the inclination of which, relative to the roadway plane, is flatter than the inclination of a head flank (19) of the head part (13) facing the roadway (11), wherein a plurality of reinforcement inserts (33) are arranged in the interior of the concrete body (14) at a vertical distance from one another in a longitudinal direction of the traffic control wall (10), characterized bythat the reinforcement inserts (34) have a reinforcement cross-sectional area, wherein reinforcement inserts (34) with 60 to 90% of the total reinforcement cross-sectional area of ​​all reinforcement inserts (33) arranged in the concrete body (14) are arranged in the head part (13) thereof. [2] Traffic control wall according to claim 1, characterized by that the foot part (12) has a foot part height (H F ) which is at most 50%, in particular not more than 30% and particularly preferably not more than 25% of the total height (H) of the concrete body (14). [3] Traffic control wall according to claim 1 or 2, characterized by that reinforcement inserts (33o) with 60 to 80%, preferably about 70% of the total reinforcement cross-sectional area of ​​all reinforcement inserts (33) arranged in the concrete body (14) are arranged in its upper half. [4] Traffic control wall according to one of claims 1 to 3, characterized bythat the reinforcement inserts (33o) arranged further up in the concrete body (14) have a smaller vertical distance from one another than the reinforcement inserts (33u) arranged further down in the concrete body (14). [5] Traffic control wall according to one of claims 1 to 4, characterized by that at least some of the reinforcement inserts (33o) arranged in the upper half of the concrete body (14) have a larger bar cross-section than the reinforcement inserts (33u) arranged in the lower half of the concrete body. [6] Traffic control wall according to one of claims 1 to 5, characterized by that the reinforcement inserts (33) are arranged in a vertical section through the concrete body (14) in a reinforcement plane (34) which runs at least substantially vertically up to parallel to the rear side (16) of the wall and which is offset towards the rear side (16) of the wall relative to a vertical center of gravity axis (31) of the concrete body (14). [7] Traffic control wall according to claim 6, characterized by that the offset between the reinforcement plane (34) and the center of gravity axis (31) of the concrete body (14) is more than 50 mm, preferably more than 70 mm and in particular more than 80 mm. [8] Traffic control wall according to one of claims 1 to 7, characterized by that 6 to 10, preferably 8 reinforcement inserts (34) are arranged parallel to one another in the longitudinal direction of the wall, distributed over the height (H) of the concrete body (14), wherein at least half (33o) of the total reinforcement inserts (33) provided, which are arranged further up in the concrete body (14), have a larger rod cross-section and / or a smaller distance from one another than the remaining reinforcement inserts (33u) arranged further down in the concrete body (14). [9] Traffic control wall according to one of claims 1 to 8, characterized bythat the foot part (12) is arranged on an independent strip foundation arranged next to the roadway (11) or on a roadway foundation (15) formed by the latter, wherein the foot part (12) is positively locked to the strip or roadway foundation (15) by means of a tongue and groove connection (26) formed between them transversely to the longitudinal direction of the wall. [10] Traffic control wall according to claim 9, characterized by that the tongue and groove connection (26) comprises a locking tongue (28) monolithically formed on the underside of the base part (12), which engages in a locking groove (27) running in the longitudinal direction of the wall in the strip or roadway foundation (15) and whose width (b) is not more than three times its height (h). [11] Traffic control wall according to claim 9, characterized bythat the tongue and groove connection (26) comprises a locking tongue (28) monolithically formed on the upper side of the strip or roadway foundation (15), which engages in a locking groove (27) running in the foot part in the longitudinal direction of the wall and whose width is not more than three times its height. [12] Traffic control wall according to one of claims 9 to 11, characterized by that the tongue and groove connection (26) has a rectangular or trapezoidal or dovetail-shaped cross-section which tapers or widens from bottom to top, with a left-hand and a right-hand side surface (29L, 29R) and has a vertical groove center axis (30) centrally between its two side surfaces (29), which is offset relative to the center of gravity axis (31) of the concrete body (14) towards its roadway-side front side (17). [13] Traffic control wall according to one of claims 1 to 12, characterized bythat the back of the wall (16) is not inclined by more than +- 3°, preferably not more than +- 2° relative to the vertical (V). [14] Traffic control wall according to one of claims 1 to 13, characterized by that the root flank (17) is inclined at a root flank angle (α) of 40° +-3° and the head flank (16) is inclined at a head flank angle (β) of 8° +-2°, each with respect to the vertical (V). [15] Traffic control wall according to one of claims 1 to 14, characterized by that the concrete body (14) has a total height (H) above the top of the roadway (11) or the strip foundation (15) of more than 1100 mm, preferably of about 1200 mm, a total width (B) in the contact area of ​​the foot part (12) of more than 550 mm, preferably of about 600 mm and / or a total cross-sectional area of ​​more than 0.4 m 2 , preferably from about 0.45 to 0.47 m 2 has.

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