Concrete barrier for a vehicle restraint system

Abstract

In a concrete barrier (1) for a vehicle restraint system, comprising longitudinal reinforcement and a passage opening (3), it is proposed that the longitudinal reinforcement has a first reinforcement section (2) and a second reinforcement section (4), wherein the passage opening (3) is arranged between the first reinforcement section (2) and the second reinforcement section (4), wherein the concrete barrier (1) further comprises at least one predefinably movable closure element (5) for closing the passage opening (3), wherein the at least one closure element (5) substantially opens the passage opening (3) in an open state and substantially closes the passage opening (3) in a closed state, wherein at least in the closed state a reinforcement bridging element (6) is arranged in a region of the passage opening (3).wherein the reinforcement bridging (6) connects the first reinforcement section (2) and the second reinforcement section (4) to form a continuous tension band.

Description

[0001] The invention relates to a concrete barrier for a vehicle restraint system according to claim 1.

[0002] Vehicle restraint systems are known to comprise several interconnected concrete barriers. These concrete barriers typically form a continuous, uninterrupted tension band over long distances, allowing the impact energy of a vehicle to be distributed over a large area of ​​the restraint system to protect the vehicle occupants. These often massive concrete barriers can only be climbed over by people in emergencies or for maintenance purposes. Even with climbing aids, a good level of physical fitness is necessary to overcome such a concrete barrier.However, in times of ever-increasing need for road safety, road operators require that, particularly near noise barriers, but also in the vicinity of emergency call boxes, level crossings be provided at certain intervals to allow for quick and easy exit from the roadway in an emergency and, if necessary, the ability to call for help.

[0003] However, any free breach in a concrete barrier or noise barrier represents a weak point in the vehicle restraint system, which can greatly reduce its restraint effect.

[0004] DE 20 2010 002 141 U1 discloses a transition element arranged between two concrete barrier walls. The transition element is connected to the reinforcement elements of the concrete barrier walls by means of a coupling device.

[0005] KR 2010 0138183 A discloses a foldable partition device for a concrete barrier wall comprising locking elements movably connected to one another by a hinge joint, with a shorter locking element being connected to the concrete barrier wall via the hinge joint. The locking elements also feature a base fixing. The foldable partition device further includes an impact-absorbing plate, which is attached to the locking elements by screws.

[0006] EP 0 438 267 A1 discloses a device for a central guardrail comprising sliding locking elements, wherein the sliding locking elements have shaped sleeves, in particular in the shape of the central guardrail. The locking elements are furthermore slidable on a rail section by means of wheels or rollers and can be detachably connected by means of a connecting device.

[0007] One way to create an opening between two concrete barriers is to arrange two rows of concrete barriers so that they overlap at least partially, with an opening formed in the overlapping area. This means that, in the direction of traffic flow, a first row of concrete barriers is anchored with an end element containing the opening. Set back by the desired opening and overlapping by a certain length, a second row of concrete barriers extends from a starting element anchored in the ground. The second row runs parallel to and offset from the first row up to the opening. At the opening, the second row curves towards the first row and continues seamlessly alongside it, following the road's curvature.

[0008] EP 0 438 267 A1 discloses a device for a central guardrail comprising sliding locking elements, wherein the sliding locking elements have shaped sleeves, in particular in the shape of the central guardrail. The locking elements are furthermore slidable on a rail section by means of wheels or rollers and can be detachably connected by means of a connecting device.

[0009] One way to create an opening between two concrete barriers is to arrange two rows of concrete barriers so that they overlap at least partially, with an opening formed in the overlapping area. This means that, in the direction of traffic flow, a first row of concrete barriers is anchored with an end element containing the opening. Set back by the desired opening and overlapping by a certain length, a second row of concrete barriers extends from a starting element anchored in the ground. The second row runs parallel to and offset from the first row up to the opening. At the opening, the second row curves towards the first row and continues seamlessly alongside it, following the road's curvature.

[0010] A disadvantage of this design is that such an offset opening can only be created if sufficient space is available to accommodate two staggered rows of concrete barriers. Furthermore, this solution is expensive and complex to install due to the additional concrete barriers and space required. The open opening also reduces the restraint effect of the vehicle restraint system.

[0011] The object of the invention is therefore to provide a concrete barrier of the type mentioned above, with which the aforementioned disadvantages can be avoided, with which passage through the concrete barrier is made possible and which furthermore ensures a high level of safety for vehicle occupants.

[0012] According to the invention, this is achieved by the features of claim 1.

[0013] This offers the advantage of providing a passage through the concrete barrier without creating a safety risk for traffic. The passage opening can be quickly opened and closed thanks to at least one predefined, movable locking element. Since no additional concrete barriers are required to create the passage opening, its design is simple, space-saving, and cost-effective.Since a reinforcement bridging element is arranged in a section of the access opening in both the open and closed states of the closure element, connecting the first and second reinforcement sections to form a continuous tension band, a weak point in the concrete barrier is avoided. This results in a high degree of retention and enables the barrier to withstand even strong tensile loads. In other words, the continuous tension band significantly increases the concrete barrier's resistance to tensile forces compared to a barrier without one. Because no anchoring of the concrete barrier to the ground is required, it can be installed quickly and easily without having to modify the ground through drilling or additional foundations.

[0014] The invention further relates to a vehicle restraint system according to claim 12.

[0015] The invention therefore further aims to provide a vehicle restraint system of the type mentioned above, which enables passage through the concrete barrier and also ensures a high level of safety for vehicle occupants.

[0016] According to the invention, this is achieved by the features of claim 12.

[0017] The advantages of the vehicle restraint system are equivalent to the advantages of the aforementioned concrete barrier element.

[0018] The dependent claims relate to further advantageous embodiments of the invention.

[0019] Reference is hereby expressly made to the wording of the patent claims, whereby the patent claims are incorporated into the description at this point by reference and are deemed to be reproduced verbatim.

[0020] If at least one closure element is designed as a sliding door, which can be moved along the longitudinal axis of the concrete barrier, the advantage is that the access opening can be opened with minimal effort, even by a single person. Since, for example, no cover needs to be lifted and stowed away, less space is required and no parts are left lying around on the roadway, posing a significant safety risk to traffic.

[0021] If the vehicle restraint system also includes a noise barrier, with a door located in the area of ​​the passage opening in the noise barrier, the advantage is that no additional steel guardrails are required in front of the door to achieve a good restraint effect.

[0022] The invention is described in more detail with reference to the enclosed drawings, in which only preferred embodiments are shown by way of example. These show: Fig. 1 a first embodiment of a concrete barrier in an open state in perspective view; Fig. 2 the first embodiment of a concrete barrier in a closed state in perspective view; Fig. 3 a second embodiment of a concrete barrier in an open state in perspective view; Fig. 4 the second embodiment of the concrete barrier in a closed state in perspective view; Fig. 5 a third embodiment of a concrete barrier in an open state in perspective view; Fig. 6 the third embodiment of the concrete barrier in a closed state in perspective view; Fig. 7a fourth embodiment of a concrete barrier in an open state in perspective view, which is not part of the invention; Fig. 8 the fourth embodiment of the concrete barrier in a closed state in perspective view, which is not part of the invention, and Fig. 9 A preferred embodiment of a concrete barrier wall with a noise barrier in perspective view.

[0023] The Figs. 1 to 9Show at least parts of preferred embodiments of a concrete barrier 1 for a vehicle restraint system, comprising longitudinal reinforcement and a passage opening 3, wherein the longitudinal reinforcement has a first reinforcement section 2 and a second reinforcement section 4, wherein the passage opening 3 is arranged between the first reinforcement section 2 and the second reinforcement section 4, wherein the concrete barrier 1 further comprises at least one predefinably movable closure element 5 for closing the passage opening 3, wherein the at least one closure element 5 substantially releases the passage opening 3 in an open state and substantially closes the passage opening 3 in a closed state, wherein at least in the closed state a reinforcement bridging 6 is arranged in a region of the passage opening 3.wherein the reinforcement bridging 6 connects the first reinforcement section 2 and the second reinforcement section 4 to form a continuous tension band.

[0024] This offers the advantage that a passage through the concrete barrier 1 can be provided without creating a safety risk for traffic. The passage opening 3 can be opened and closed quickly thanks to at least one predefinable movable closure element 5. Since no additional concrete barriers are required to provide the passage opening 3, its design is simple, space-saving, and cost-effective. Because a reinforcement bridging element 6 is arranged in at least one area of ​​the passage opening 3 when closed, connecting the first reinforcement section 2 and the second reinforcement section 4 to form a continuous tension band, a weak point in the concrete barrier 1 is avoided. This ensures a high degree of restraint and enables the concrete barrier 1 to withstand even strong tensile stresses.In other words, the continuous tension band significantly increases the tensile strength of the concrete barrier 1 compared to a concrete barrier without a continuous tension band. Since no anchoring of the concrete barrier 1 to the ground is required, it can be installed quickly and easily without having to modify the ground through drilling or additional foundations.

[0025] The concrete barrier 1 can be intended, in particular, for placement next to a roadway or between two roadways.

[0026] Particularly preferably, it may be provided that the at least one concrete guide wall 1 has coupling parts 10, 12 arranged at its end face for coupling with further concrete guide walls, wherein a first coupling part 10 is connected to the first reinforcement section 2 and a second coupling part 12 is connected to the second reinforcement section 4.

[0027] Using the coupling parts 10, 12, the concrete barrier 1 can be coupled with other concrete barriers to form a continuous vehicle restraint system. When constructing the vehicle restraint system, the concrete barrier 1 is positioned in the area of ​​the desired escape route, particularly near an emergency call box, and connected at its ends to several concrete barriers. It is also possible for the concrete barrier 1 to be installed at a specific location within an existing vehicle restraint system, replacing a conventional concrete barrier, in order to create an escape route via the access opening 3.

[0028] Furthermore, a vehicle restraint system comprising at least one concrete barrier 1 is provided. The vehicle restraint system serves to restrain impacting vehicles, whereby the interconnected individual tension bands of the concrete barriers form a continuous tension band which prevents the vehicle from breaking through the vehicle restraint system and absorbs the tensile forces acting on the concrete structure.

[0029] Particularly preferably, the vehicle restraint system may have at least one noise barrier 9, wherein a door 13 is arranged in the area of ​​the passage opening 3 in the at least one noise barrier 9, as exemplified in Fig. 9 is shown.

[0030] Noise barriers serve to block or reduce road noise for the surrounding area behind them. Even with a vehicle restraint system consisting of a series of noise barriers, it is important to provide escape routes at regular intervals or near emergency call boxes. The vehicle restraint system may be designed to include at least one noise barrier 9 in the escape route area, which has a door 13 in the area of ​​the passage opening 3.

[0031] It may be provided that the first reinforcement section 2 and the second reinforcement section 4 are arranged in a concrete body of the concrete guide wall 1.

[0032] It is preferable that the first reinforcement section 2 and the second reinforcement section 4 are designed, in particular, as longitudinal reinforcing bars or reinforcing cables cast into the concrete body. The specific form of the reinforcement depends on the required restraint effect of the concrete barrier 1, whereby, for economic reasons, it is desirable to use as little reinforcing material as possible. For increased stability of the concrete barrier 1, the longitudinal reinforcing bars can preferably be connected to each other by means of stirrups.

[0033] The concrete body of the concrete barrier 1 is designed to absorb the impact force in the event of a vehicle collision. The concrete body can be made of concrete or a concrete mixture. The concrete body may have a bearing surface on its underside. Furthermore, the concrete body may have a New Jersey profile or a Step profile.

[0034] The longitudinal reinforcement can be made of metal, preferably steel, in particular reinforcing steel. Since the longitudinal reinforcement, which is preferably arranged within the concrete body, is protected from environmental influences by the concrete body, this longitudinal reinforcement can be designed, in particular, without any surface treatment, for example, using ungalvanized steel.

[0035] The longitudinal reinforcement comprises a first reinforcement section 2 and a second reinforcement section 4. A reinforcement section 2,4 is preferably a section of the longitudinal reinforcement along a longitudinal extension of the concrete barrier wall 1.

[0036] The passage opening 3 is located between the first reinforcement section 2 and the second reinforcement section 4. The passage opening 3 is a recess or opening in the concrete barrier 1, designed to allow easy passage for people through the concrete barrier 1. The passage opening 3 can be located essentially in the center of the concrete barrier 1 when viewed along its length.

[0037] Furthermore, the concrete barrier 1 includes a closure element 5 for closing the passage opening 3. In its open state, the closure element 5 essentially leaves the passage opening 3 unobstructed, where "essentially unobstructed" means that a person can pass through the passage opening 3. In its closed state, the closure element 5 essentially closes the passage opening 3, thus preventing persons from passing through it.

[0038] The locking element 5 is designed to absorb impact forces, at least when closed, and transfer them to the remaining concrete barrier 1. This ensures that the required restraint effect is maintained even if a vehicle impacts the locking element 5.

[0039] It is intended that the locking element 5 is predeterminably movable.

[0040] In both the open and closed states of the closure element 5, a reinforcement bridging element 6 is arranged in the area of ​​the access opening 3. The reinforcement bridging element 6 connects the first reinforcement section 2 and the second reinforcement section 4 to form a continuous tension band. Through the interaction of the reinforcement bridging element 6 with the first and second reinforcement sections 2 and 4, a continuous tension band is formed in both the open and closed states of the closure element 5 for the transmission of tensile forces across the substantially entire concrete barrier wall 1.

[0041] According to the invention, the concrete barrier 1 is designed as a prefabricated element, in particular as a precast concrete element, which is preferably prefabricated and can then be brought to the place of use.

[0042] Preferably, the concrete barrier wall 1 may be provided for without anchoring on the substrate.

[0043] It is particularly preferred that the at least one locking element 5 is movably attached to the remaining concrete barrier 1 by means of at least one fastening device when in the open state. An advantage of this is that the locking element 5 cannot be easily removed from the concrete barrier 1 even when in the open state without causing damage. This prevents the unauthorized removal of the locking element 5 or significantly reduces the likelihood of it being stolen. Furthermore, the fact that the locking element 5 is movably attached even when in the open state reduces the risk of it unintentionally falling onto the roadway, where it would pose a safety hazard.

[0044] In order to be able to move the at least one locking element 5 easily and in a directed manner, the fastening device may include at least one guide 7 into which the at least one locking element 5 engages, as exemplified in the Figs. 1 and 2 is shown.

[0045] Preferably, the at least one guide 7 for the at least one locking element 5 is arranged on the top and / or bottom of the concrete barrier 1. This makes the directed movement of the locking element 5 particularly easy. For stability reasons, at least one guide 7 may be made of metal.

[0046] To make moving the locking element 5 particularly easy and to release the passage opening 3, it is preferably provided that the locking element 5 is guided on rollers 14 and / or that the locking element 5 slides in the guide 7, as exemplified in the Figs. 3 and 4 is shown.

[0047] It may also be preferably provided that the concrete barrier 1 comprises two opposing closing elements 5 for closing the passage opening 3, as exemplified in the Figs. 3 and 4 This is shown. This allows the passage opening 3 to be closed particularly securely. Furthermore, this embodiment can be preferably used when the concrete barrier 1 is arranged between two carriageways.

[0048] According to the invention, it is provided that the reinforcement bridging 6 is arranged in the area of ​​the passage opening 3 both in the open state and in the closed state of the closure element 5.

[0049] In particular, it can be provided that at least part of the reinforcement bridging 6, preferably the entire reinforcement bridging 6, is arranged below the passage opening 3.

[0050] The passage opening 3 can in particular be a recess in the concrete body of the concrete barrier wall 1, wherein a part of the concrete body of the concrete barrier wall 1 is arranged below the passage opening 3.

[0051] It is particularly preferred that a third reinforcement section 11 forms at least part of the reinforcement bridging 6, wherein the third reinforcement section 11 is arranged below the access opening 3 and is connected to the first reinforcement section 2 and the second reinforcement section 4. In this configuration, the access opening 3 does not extend to the ground. The access opening 3 is thus a recess in the concrete body of the concrete barrier 1 and is spaced apart from the ground. "Below the access opening 3" here means that the third reinforcement section 11 is closer to the ground in an assembly state than the access opening 3.

[0052] Alternatively, the passage opening 3 can be designed to cut through the concrete body of the concrete barrier wall 1 into two separate sections. In this case, the passage opening 3 can extend essentially to the ground.

[0053] It is preferably provided that a metal part 8 forms at least part of the reinforcement bridging 6, wherein the metal part 8 is connected to the first reinforcement section 2 and the second reinforcement section 4. The metal part 8 is preferably arranged in an exposed manner, so that, unlike the reinforcement, the metal part 8 is not surrounded by the concrete body. It is preferably provided that the sections of the concrete body separated by the access opening 3 are connected to each other only by the metal part 8 when the closure element 5 is open. The metal part 8 can, in particular, form a base of the access opening 3. This allows the access opening 3 to be larger, especially in the vertical direction normal to the longitudinal extent of the concrete barrier 1. The exposed metal part 8 can, in particular, be made of steel.The longitudinal reinforcement of the first reinforcement section 2 and the longitudinal reinforcement of the second reinforcement section 4 can be attached, in particular welded, to the exposed metal part 8.

[0054] Preferably, the metal part 8 may be designed to be flat.

[0055] Furthermore, it can be provided that the metal part 8 is flat.

[0056] In particular, it may be provided that the metal part 8 is designed as a plate, frame or truss.

[0057] Preferably, the metal part may have a thickness of at least 1 cm and / or a thickness of no more than 3 cm.

[0058] It may preferably be provided that the locking element 5 is designed in a hood-like shape, as exemplified in the Figs. 5 and 6 is shown.

[0059] Preferably, the at least one closure element 5 may form at least a part of the reinforcement bridging 6 in the closed state, wherein the closure element 5 is attached to the first reinforcement section 2 and to the second reinforcement section 4, as exemplified in the Figs. 7 and 8 is shown.

[0060] The locking element 5 can preferably be detachably attached to the first reinforcement section 2 and to the second reinforcement section 4, in particular by means of screws and / or bolts. The reinforcement sections 2 and 4 preferably have receptacles or anchor points for the screws or bolts.

[0061] It can also be provided that the locking element 5 is force-fitted to the first reinforcement section 2 and to the second reinforcement section 4 by means of a plug connection.

[0062] It can also be provided that the locking element 5 is force-fitted to the first reinforcement section 2 and to the second reinforcement section 4 by means of a locking system.

[0063] It may also be provided that the reinforcement bridging 6 represents a mixture of the aforementioned variants. For example, the reinforcement bridging 6 may have both a fixed base plate 8 and, in the closed state, additionally the closing element 5, thereby achieving a particularly strong reinforcement bridging 6.

[0064] It is particularly advantageous that the at least one closure element 5 is designed as a sliding door, wherein the sliding door is movable in the direction of the longitudinal extension of the concrete barrier 1. This has the advantage that the passage opening 3 can be opened with minimal effort, even by one person. Since, for example, no cover needs to be lifted and stowed away, less space is required and no parts are left lying on the roadway, which would pose a considerable safety risk to traffic. Furthermore, it is advantageous that less space is required compared to a door that can be opened and closed by pivoting on a hinge.

[0065] It may also be preferably provided that the concrete barrier 1 has a deflection profile and that the closure element 5 has a deflection profile designed essentially analogously to the rest of the concrete barrier 1, as exemplified in the Figs. 1 to 9 This is shown. This means that the closing element 5, at least in the closed state, is essentially aligned with the rest of the concrete barrier element 1. A deflection profile that is essentially uniform across the entire concrete barrier has the advantage that, in the event of an impact, the forces occurring can be transferred particularly well to the essentially entire concrete barrier 1. The deflection profile can also be referred to as a deflecting profile. The deflection profile is, in particular, a New Jersey profile or a step profile. The deflection profile ensures that a vehicle approaching at an angle does not bounce off, but is deflected in a direction of travel parallel to the longitudinal side.

[0066] In particular, it may be provided that the closure element 5 is arranged essentially flush with the longitudinal side of the concrete body.

[0067] It is particularly preferred that the locking element 5 is formed from a sheet metal part, in particular a steel sheet. Forming the locking element 5 from a sheet metal part, in particular a steel sheet, makes it easy to manufacture and stable, thus enabling it to withstand impact forces particularly well.

[0068] It may preferably be provided that the locking element 5 has a minimum thickness of 0.5 cm, preferably a minimum of 1 cm, and most preferably a minimum of 2 cm.

[0069] It may also preferably be provided that the locking element 5 has a maximum thickness of 2.5 cm, preferably a maximum of 3 cm, and most preferably a maximum of 5 cm.

[0070] In the context of the present disclosure, features are usually introduced with an indefinite article "a, an, one, a". Unless the context indicates otherwise, this indefinite article is not to be understood as a numerical indication, so that the disclosure is not limited to a single occurrence of the respective feature.

Claims

1. Concrete barrier (1) for a vehicle restraint system, comprising longitudinal reinforcement and an access opening (3), wherein the longitudinal reinforcement comprises a first reinforcement section (2) and a second reinforcement section (4), wherein the access opening (3) is arranged between the first reinforcement section (2) and the second reinforcement section (4), wherein the concrete barrier (1) further comprises at least one controllably movable closure element (5) for closing the access opening (3), wherein the at least one closure element (5) essentially exposes the access opening (3) in an open state and essentially closes the access opening (3) in a closed state, wherein both in the open state and in the closed state of the closure element (5), a reinforcement bridge (6) is arranged in a region of the access opening (3), wherein the reinforcement bridge (6) connects the first reinforcement section (2) and the second reinforcement section (4) to form a continuous tension band, characterised in that the concrete barrier (1) is embodied as a precast element.

2. Concrete barrier (1) according to claim 1, characterised in that, when open, the at least one closure element (5) is at least movably secured to the remainder of the concrete barrier (1) by means of at least one fastening device.

3. Concrete barrier (1) according to claim 2, characterised in that the fastening device comprises at least one guide (7), into which guide (7) the at least one closure element (5) engages.

4. Concrete barrier (1) according to claim 3, characterised in that the at least one guide (7) for the at least one closure element (5) is arranged on the upper side and / or on the lower side of the concrete barrier (1).

5. Concrete barrier (1) according to any one of claims 1 to 4, characterised in that a third reinforcement section (11) forms at least part of the reinforcement bridge (6), wherein the third reinforcement section (11) is arranged below the access opening (3), wherein the third reinforcement section (11) is connected to the first reinforcement section (2) and the second reinforcement section (4).

6. Concrete barrier (1) according to any one of claims 1 to 5, characterised in that an exposed metal component (8) forms at least part of the reinforcement bridge (6), wherein the metal component (8) is connected to the first reinforcement section (2) and the second reinforcement section (4).

7. Concrete barrier (1) according to any one of claims 1 to 6, characterised in that the at least one closure element (5), when closed, forms at least part of the reinforcement bridge (6), wherein the closure element (5) is secured to the first reinforcement section (2) and to the second reinforcement section (4).

8. Concrete barrier (1) according to any one of claims 1 to 7, characterised in that the at least one closure element (5) is embodied as a sliding door, wherein the sliding door can be moved in the direction of the longitudinal extension of the concrete barrier (1).

9. Concrete barrier (1) according to any one of claims 1 to 8, characterised in that the concrete barrier (1) has a deflection profile and in that the closure element (5) has a deflection profile which is essentially analogue in design to that of the remainder of the concrete barrier (1).

10. Concrete barrier (1) according to any one of claims 1 to 9, characterised in that the closure element (5) is embodied in a sheet metal, in particular a steel sheet.

11. Concrete barrier (1) according to any one of claims 1 to 10, characterised in that the at least one concrete barrier (1) comprises coupling parts (10, 12) on its end faces for coupling with further concrete barriers, wherein a first coupling part (10) is connected to the first reinforcement section (2) and a second coupling part (12) is connected to the second reinforcement section (4).

12. Vehicle restraint system comprising at least one concrete barrier (1) according to any one of claims 1 to 11.

13. Vehicle restraint system according to claim 12, characterised in that the vehicle restraint system comprises at least one noise barrier (9), wherein a door (13) is arranged in the region of the access opening (3) in the at least one noise barrier (9).

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