EP1026327B1 - Anpralldämpfer - Google Patents
Anpralldämpfer Download PDFInfo
- Publication number
- EP1026327B1 EP1026327B1 EP99102378A EP99102378A EP1026327B1 EP 1026327 B1 EP1026327 B1 EP 1026327B1 EP 99102378 A EP99102378 A EP 99102378A EP 99102378 A EP99102378 A EP 99102378A EP 1026327 B1 EP1026327 B1 EP 1026327B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- deformation structure
- deformation
- damper according
- vertical
- baseplate
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
- E01F15/145—Means for vehicle stopping using impact energy absorbers
- E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements
Definitions
- Such a device can only be used there, where assumed due to the traffic situation can be approached from the front. by virtue of its design is not able to meet one side impact effective resilient resistance oppose.
- This device can only stationary objects or structures, e.g. masts as well as bridge pillars.
- honeycomb structures used to impact energy in an impacting vehicle gradually dismantle. This design can also not without restriction in the case of motor vehicles colliding to the side be used.
- guard rail constructions laterally delimiting the end of the Guide the guardrails diagonally down into the ground (Reductions). This measure prevents that motor vehicles against blunt ended, if necessary crashing guardrails with end bends, the guard rails may be skewered into the Interior of the motor vehicles can enter the lowered
- the ends of the crash barriers now act as ramps with the consequence that motor vehicles crashing onto the ramps depending on their speed more or less rotated about its longitudinal axis and with this rotational movement uncontrolled on the road to be thrown back.
- the vehicle occupants are thus exposed to a high degree of risk of injury.
- the still flowing traffic is also strong endangered.
- the invention is based on the prior art Task to create a crash cushion that easily the end of a guardrail or the ends two e.g. on a median of adjacent guardrails can be assigned and ensures that at an impact of a motor vehicle from whatever Do not drive the vehicle back into the lane hurled, the further flowing traffic did not is impaired and none of the vehicle occupants are at additional risk of injury.
- the invention first has the advantages a known honeycomb deformation structure adopted.
- This deformation structure with a A plurality of immediately adjacent to one another is preferred equally high, in particular in cross section hexagonal deformation spaces allows one of fill in the area specified relatively evenly.
- a honeycomb-shaped deformation structure ensures excellent absorption properties.
- the honeycomb-shaped deformation spaces can be plugged together forming steel sheets over their vertical longitudinal edges it also allows the length and width of a Deformation structure always on the respective local To be able to coordinate conditions exactly. This can be done easily by adding or removing individual steel sheets will be realized. So on the one hand take into account the local traffic situation and on the other hand, the use of materials to the required Limited scope. Furthermore, it is possible the local conditions due to the thickness of the steel sheets and / or to meet the material optimally.
- the deformation structure is preferably slim rectangular configuration.
- the neighboring guardrails is also one Trapezoidal or triangular configuration possible. in this connection can adapt especially by the size of the honeycomb to the respective configuration.
- the steel sheets stand out from under vertical lines an angle of 120 ° once, twice or three times folded sheet metal sections with the same length Put the legs together along their free vertical edges several spaced one above the other Hooks and in the corner areas between two Legs vertical slot-like recesses for insertion have the hook. Therefore need at the reassembly only the nose-like hooks of the new steel sheets through the cutouts to become, then wall sections below the recesses reach into the slots of the hooks and a tensile and pressure-resistant connection in the horizontal plane between the steel sheets.
- the structure of the deformation structure is simple. It will only a few predetermined types of steel sheets needed to any width and length of a deformation structure to be able to realize.
- the deformation structure is based on the end of one Guardrail or on the connection of two guardrails.
- This support area is preferably curved in an arc. It also makes sense that the arcuate curved end contacting steel sheets be welded on the outside of the arch.
- the deformation structure is relatively movable in the longitudinal direction penetrating drawstring and the strands in action even if there is a frontal impact, by showing the deformation structure on the floor slab hold together, they take on their main function in essential, however, true if there is a side impact takes place.
- the ones in front of the drawstring honeycomb-shaped deformation spaces serve here in essential to take the motor vehicle soft and derive again. Even if by definition - as with a frontal impact - the strands Can tear or even should, is still achieves an optimal power distribution, at which the Motor vehicle is recorded harmoniously.
- the deformation structure becomes oblique towards it free end (head area), so take the Guard rails force due to tensile stress.
- the drawstring and the various strands can be made There are wire ropes. However, fiber ropes are also conceivable on a plastic basis.
- the deformation structure is on a fixed base plate relocatable, which is also the anchorage of the drawstring as well as the ribbon strands. Due to the lubricity of the Deformation structure on the bottom plate becomes the ability the deformation structure to absorb impact energy, further improved. Besides, it is not necessary due to the use of the base plate Leveling floor areas with greater effort.
- the stationary fixed base plate does not require any special Foundations.
- All steel parts of the invention are advantageous Impact absorber galvanized and can at least if necessary be color coated in some areas.
- the base plate itself can be in one piece or several Parts exist, always depending on the locally required horizontal extension of the deformation structure.
- the height of the deformation structure is preferably greater than the distance of the top edge of the guardrail or the Guard rails measured from the surface of the floor slab.
- the tension band is determined in the area of the guardrail according to claim 2 advantageously on a housing-like Console that is attached to the base plate and protrudes from this upwards.
- the console has been useful an approximately trapezoidal cross-section. It is based in Inside an arcuate end of the guardrail or on an arc that connects two crash barriers. It is advantageously welded here. Thus forms the arch then one to be addressed as an assembly unit Part of the crash cushion. He is with the guard rails releasably connected.
- the console can still due to a vertical triangular web plate in the lower height area be stiffened.
- connection of the drawstring to the console can be done via an eyebolt is attached to the console if the drawstring e.g. consists of a wire rope.
- drawstring e.g. consists of a wire rope.
- riveted joints instead of Welded connections conceivable.
- the embodiment according to claim 4 proves in particular then as advantageous if the deformation structure is impacted by a frontal impact.
- the lower resistance hugs first head region of the deformation structure exhibiting deformation to the vehicle.
- the transverse plane that then becomes effective with the stiffened deformation spaces serves virtually as a thrust wall to the impact energy continuously by deforming those in the remaining length range
- expedient are the stiffened deformation spaces in two or more Provide height levels with welded crossbars. It is also an advantage if the steel sheets side by side stiffened deformation spaces are welded or riveted together.
- the different resistances against deformation can due to different material thicknesses and / or materials will be realized.
- the head region of the deformation structure covered by a closed sheet metal in the surface essentially serves one improved optics. It can optionally be colored become.
- Drawstring fixing bushes are in predetermined Clearances set on the drawstring.
- the definition can with the help of tensioning screws or also over Clamps are made in front of or behind the locating bushes be arranged on the drawstring.
- the fixing bushes serve the stop of the horizontal and vertical ribbon strands. For this purpose, e.g. eyebolts established.
- the bottom plate As well as to stop the horizontal and sloping strands to the edge areas of the deformation structure are also eye bolts according to claim 7 provided on the one hand on the base plate and on the other hand are set at the edge areas.
- the sloping strands extend into the resulting from the honeycomb deformation structure lateral niches of the deformation structure. They stand so not laterally over the deformation structure in front.
- the base plate need only have a small thickness. But it is according to claim 9 on the edge down folded and in the area between the folded edge areas provided with vertical bars. In this way only needs to fix the position of the base plate over the bevelled edge areas and the vertical webs to be pressed into the ground. In active connection with the soil, the base plate then also takes over some resilience.
- the bottom plate is advantageous on the face screwed into the post embedded in the floor.
- the posts are preferably in the ground rammed. You have an I-shaped cross section.
- the connection between the base plate and the Post is done by placing two in each channel Post U inserted short U-irons with a sheet blank be welded. The U-irons take over the orientation on the post, while the sheet blank on the front of the post. The U-irons are replaced by at least two bolts and nuts on the bridge of the post established. There is a hole in the sheet metal blank. Through appropriate holes in the base plate then plugged in bolts and this way the base plate on the sheet blanks and thus also on the Detachably fixed posts.
- the deformation structure with is provided with a waterproof flexible cover.
- This can be a tarpaulin or a film act, e.g. via guy straps on the Deformation structure is set.
- the flexibility of Cover ensures that the function of the deformation structure not affected in the event of an impact becomes.
- the function of the cover is that in the Deformation spaces can not fix what the deformation in the event of a collision. In the warmer season, these could be solid components, for example, branches of trees. In the winter this would be ice forming in the deformation rooms.
- the bottom edges are useful in any case of the steel sheets forming the deformation spaces recesses are provided in certain areas through which if necessary, what has entered the deformation spaces Water can drain off.
- the crash cushion with the deformation structure, the tension band, the band strands, the bottom plate, the console and the arch one pre-assembled unit that forms a whole to the installation site transported and fixed here can.
- 1 denotes an impact damper, which is arranged at the end of a guardrail 2.
- a double guardrail is open the median between two lanes for motor vehicles illustrated by an arc 3 with each other are connected.
- the sheet 3 is from the section a guardrail 2 shaped.
- the ends of the two Guardrails 2 are above the transition to arch 3 inner consoles 4 at rammed into the bottom 5 C-shaped Post 6 releasably attached.
- the impact damper 1 comprises in more detail below described bent steel sheets 7 ( Figures 4 and 5) formed honeycomb deformation spaces 8 with vertical Axes 9.
- the steel sheets 7 are over vertical longitudinal edges 10 to a deformation structure 11 with one in the Horizontal ones have a greater length L than width B. rectangular configuration put together.
- the width B of the deformation structure 11 largely corresponds the distance A of the sides facing the carriageways 12 of the two guardrails 2.
- the deformation structure is as shown in FIG 11 regarding their resistance to the kinetic impact energy in three lengths X, Y, Z structured.
- the facing away from the guard rails 2, in the Horizontal V-shaped head area X sets the impact energy less resistance than the length section Z of the deformation structure 11.
- a stiffening area Y integrated into a transverse wall can have an even higher resistance than that Length range Z.
- FIGS. 1 and 2 also show that the head region X of the deformation structure 11 from a in the surface closed arc-shaped jacket sheet 14 covered is.
- the deformation structure 11 is one on the upper side 15 Base plate 16 arranged displaceably. Both the length L1 and the width B1 of the base plate 16 are larger than the length L and width B of the deformation structure 11.
- FIGS. 2, 6 and 8 show that the base plate 16 bevelled at the edge and in the area between the folded edge areas 17 with vertical webs 18 is provided. Over the edge areas 17 and the vertical webs 18, the base plate 16 can be pressed into the base 5 and be localized in this way.
- the circumferential side of the deformation structure 11 arranged Steel sheets 7a are, as can be seen in FIG. 4, in sections arranged overlapping and here at 29 with each other screwed.
- the pull rod 33 releasably connected to a projection 34 which has a fixed Part of a protruding from the bottom plate 16 upwards Console 35 forms.
- the console 35 has a trapezoidal shape Cross section and is with the bottom plate 16th and welded to the arch 3.
- a vertical triangular Web plate 36 ( Figures 1, 2 and 3) stiffens the Console 35 in addition.
- the height of the console 35 corresponds the height H of the deformation structure 11. This extends over the upper edges 37 of the crash barriers 2 upwards ( Figure 2).
- the pull rod 33 is below the Lower edge of the arch 3 and thus also the guardrails 2 fixed to the projection 34.
- the console 35 in the arch 3 is additional verstarrt.
- the stiffening plates 38 are with the Console 35 and the arc 3 welded.
- the end 39 of the tension band located in the deformation structure 11 30 is deflected obliquely downwards via a roller 40 and fastened to the base plate 16 (FIGS. 1, 2 and 7).
- the roller 40 is on an axis 41 and extends within a deformation space 8. Die Axis 41 is in the side delimiting the deformation space 8 Steel sheets 7 stored.
- a guide sleeve 42 Before the roll 40 passes through the drawstring 30, a guide sleeve 42, the a steel sheet 7 of the deformation structure 11 releasably is set. In the remaining length range Z the Deformation structure 11 are only in the steel sheets 7 Openings provided by the drawstring 30 with sufficient game to be enforced.
- the attachment of the tension band 30 on the base plate 16 takes place via a Eyebolt 43, as shown in Figure 6 in more detail.
- fixing bushes 44 are set.
- the definition of the fixing bushes 44 can be done, for example, by screw bolts 45, which enforce the fixing bushings 44 from above and on the Tension band 30 are pressed ( Figure 6).
- Eyebolts are on the undersides of the fixing bushings 44 43 attached. These eyebolts 43 serve the stop of vertical strands 46 in the form of wire ropes ( Figures 2 and 6). The other ends of the ribbon strands 46 are also attached to eye bolts 43, which are releasably attached to the base plate 16.
- eyebolts on the side of the fixing bushings 44 43 are also used to stop in pairs V-shaped horizontal tape strands 47 in Form of wire ropes. This towards the head area X divergent strands 47 are on the other hand on eyebolts 43 attached to the edge sheet steel 7a of the deformation structure 11 are fixed. On the other side of these steel sheets 7a are also eyebolts 43 set. At these eye bolts 43 are sloping downward strands 48 in the form of Wire ropes attached, also with their lower ones Ends are attached to eyebolts 43, which are detachable are attached to the bottom plate 16. Like the figures 1, 3 and 6 indicate that they are at an angle extending strands 48 in through the steel sheets 7a formed niche-like areas 49 of the deformation structure 11. You do not stand out.
- the deformation structure 11 is waterproof overall flexible cover 50 made of a plastic tarpaulin Mistake. Cover 50 prevents intrusion of water in the deformation structure 11. In addition there can be no coarse particles in the deformation structure 11 fix.
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Vibration Dampers (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
- Steering Controls (AREA)
- Helmets And Other Head Coverings (AREA)
Description
Es zeigen:
- Figur 1
- in der Draufsicht einen Anpralldämpfer endseitig einer Leitplankenanordnung;
- Figur 2
- eine Seitenansicht der Darstellung der Figur 1 entlang der Linie II-II;
- Figur 3
- in vergrößerter Darstellung den Ausschnitt III der Figur 1;
- Figur 4
- in vergrößerter Darstellung den Ausschnitt IV der Figur 1;
- Figur 5
- einen Vertikalschnitt durch die Darstellung der Figur 4 entlang der Linie V-V;
- Figur 6
- einen abgewickelten Vertikalschnitt durch die Darstellung der Figur III entlang der Linie VI-VI;
- Figur 7
- in vergrößerter Darstellung den Ausschnitt VII der Figur 2 im vertikalen Längsschnitt;
- Figur 8
- in vergrößerter Darstellung einen Vertikalschnitt durch die Figur 3 entlang der Linie VIII-VIII und
- Figur 9
- einen horizontalen Schnitt durch die Darstellung der Figur 8 entlang der Linie IX-IX.
Claims (11)
- Anpralldämpfer, der durch abgekantete Stahlbleche (7, 7a) gebildete wabenförmige Verformungsräume (8) mit vertikalen Achsen (9) umfasst, bei welchem die Stahlbleche (7, 7a) über vertikale Längskanten (10) zu einer Verformungsstruktur (11) mit einer in der Horizontalen eine größere Länge (L) als Breite (B) aufweisenden Konfiguration zusammengesteckt sind, und die Verformungsstruktur (11) an dem Ende (3) einer am Rand einer Kraftfahrzeugstraße vorgesehenen Leitplanke (2) in deren Längsrichtung abgestützt ist, dadurch gekennzeichnet, daß die auf einer ortsfesten Bodenplatte (16) verlagerbare Verformungsstruktur (11) im Bereich ihrer vertikalen Mittellängsebene (MLE) von einem sich etwa im mittleren Höhenbereich erstreckenden Zugband (30) relativ beweglich durchzogen ist, das über seine Enden (33, 39) sowie über im Abstand zueinander angeordnete vertikale Bandstränge (46) mit der Bodenplatte (16) und über paarweise V-förmig ausgerichtete horizontale Bandstränge (47) mit Randabschnitten (7a) der Verformungsstruktur (11) verbunden ist, und dass die Randabschnitte (7a) über randseitig vorgesehene schräg verlaufende Bandstränge (48) mit der Bodenplatte (16) verbunden sind.
- Anpralldämpfer nach Anspruch 1, bei welchem das der Leitplanke (2) benachbarte Ende (33) des Zugbands (30) an einer gehäuseartigen Konsole (35) befestigt ist, die von der Bodenplatte (16) nach oben absteht und innenseitig eines bogenförmigen Endes (3) der Leitplanke (2) abgestützt ist.
- Anpralldämpfer nach Anspruch 1 oder 2, bei welchem das in dem der Leitplanke (2) abgewandten Kopfbereich (X) der Verformungsstruktur (11) befindliche Ende (39) des Zugbands (30) über eine Rolle (40) schräg nach unten abgelenkt und an der Bodenplatte (16) befestigt ist.
- Anpralldämpfer nach einem der Ansprüche 1 bis 3, bei welchem der Kopfbereich (X) der Verformungsstruktur (11) in der Horizontalen V-förmig gestaltet ist, einen geringeren Widerstand gegen Verformung als der restliche Längenbereich (Z) aufweist und von diesem Längenbereich (Z) über die gesamte Breite der Verformungsstruktur (11) durch im Inneren ausgesteifte Verformungsräume (Y) getrennt ist.
- Anpralldämpfer nach einem der Ansprüche 1 bis 4, bei welchem der Kopfbereich (X) der Verformungsstruktur (11) von einem in der Fläche geschlossenen bogenförmigen Mantelblech (14) abgedeckt ist.
- Anpralldämpfer nach einem der Ansprüche 1 bis 5, bei welchem das Zugband (30) Fixierbuchsen (44) durchsetzt, an denen dem Anschlag der horizontalen und vertikalen Bandstränge (47, 46) dienende Ringschrauben (43) festgelegt sind.
- Anpralldämpfer nach einem der Ansprüche 1 bis 6, bei welchem zum Anschlag der vertikalen und schrägen Bandstränge (46, 48) an die Bodenplatte (16) sowie zum Anschlag der horizontalen und schrägen Bandstränge (47, 48) an die Randbereiche (7a) der Verformungsstruktur (11) Ringschrauben (43) vorgesehen sind.
- Anpralldämpfer nach einem der Ansprüche 2 bis 7, bei welchem das der Leitplanke (2) benachbarte Ende (33) des Zugbands (30) durch eine Zugstange gebildet ist, welche über ein Spannschloss (31) mit dem Rest (32) des Zugbands (30) gekuppelt ist.
- Anpralldämpfer nach einem der Ansprüche 1 bis 8, bei welchem die Bodenplatte (16) randseitig nach unten abgekantet und im Bereich zwischen den abgekanteten Randbereichen (17) mit Vertikalstegen (18) versehen ist.
- Anpralldämpfer nach einem der Ansprüche 1 bis 9, bei welchem die Bodenplatte (16) stirnseitig von in den Boden (5) eingelassenen Pfosten (19) angeschraubt ist.
- Anpralldämpfer nach einem der Ansprüche 1 bis 10, bei welchem die Verformungsstruktur (11) mit einer wasserdichten flexiblen Abdeckung (50) versehen ist.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP99102378A EP1026327B1 (de) | 1999-02-08 | 1999-02-08 | Anpralldämpfer |
AT99102378T ATE244795T1 (de) | 1999-02-08 | 1999-02-08 | Anpralldämpfer |
DE59906256T DE59906256D1 (de) | 1999-02-08 | 1999-02-08 | Anpralldämpfer |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP99102378A EP1026327B1 (de) | 1999-02-08 | 1999-02-08 | Anpralldämpfer |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1026327A1 EP1026327A1 (de) | 2000-08-09 |
EP1026327B1 true EP1026327B1 (de) | 2003-07-09 |
Family
ID=8237521
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99102378A Expired - Lifetime EP1026327B1 (de) | 1999-02-08 | 1999-02-08 | Anpralldämpfer |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1026327B1 (de) |
AT (1) | ATE244795T1 (de) |
DE (1) | DE59906256D1 (de) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103669262A (zh) * | 2013-12-31 | 2014-03-26 | 招商局重庆交通科研设计院有限公司 | 拼装式桥墩防撞装置 |
DE102014101444A1 (de) * | 2014-02-05 | 2015-08-06 | Sps Schutzplanken Gmbh | Anpralldämpfer-System mit einer Zugaufnahme zur Aufnahme von Zugkräften |
IT201800009911A1 (it) * | 2018-10-30 | 2020-04-30 | Xtremebarriers Srl | Barriera per circuiti da corsa di veicoli |
DE102020106916A1 (de) | 2019-04-25 | 2020-10-29 | B.I.G. Holding SE | Stoßabsorbierendes Stadtmöbel und Stadtmöbelanordnung |
DE202019103726U1 (de) * | 2019-05-17 | 2019-07-25 | Sps Schutzplanken Gmbh | Anpralldämpfer für Verkehrswege |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2251749A1 (de) * | 1972-10-21 | 1974-05-02 | Arbed | Sicherheitsvorrichtung im strassenverkehr |
US4101115A (en) * | 1977-02-03 | 1978-07-18 | Meinzer Lester N | Crash cushion |
DE3635990C1 (en) | 1986-10-23 | 1988-03-24 | Spig Schutzplanken Prod Gmbh | Impact damper |
DE3705485C2 (de) * | 1987-02-20 | 1993-11-11 | Sps Schutzplanken Gmbh | Anpralldämpfer für Verkehrswege |
DE3914208A1 (de) | 1989-04-28 | 1990-10-31 | Sps Schutzplanken Gmbh | Stossdaempfende vorrichtung fuer schutzplankeneinrichtungen, insbesondere fuer trenninseln |
DE4131937C2 (de) * | 1991-09-25 | 1995-12-21 | Spig Schutzplanken Prod Gmbh | Leitplankenanordnung aus Stahl |
-
1999
- 1999-02-08 AT AT99102378T patent/ATE244795T1/de not_active IP Right Cessation
- 1999-02-08 EP EP99102378A patent/EP1026327B1/de not_active Expired - Lifetime
- 1999-02-08 DE DE59906256T patent/DE59906256D1/de not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
ATE244795T1 (de) | 2003-07-15 |
EP1026327A1 (de) | 2000-08-09 |
DE59906256D1 (de) | 2003-08-14 |
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