EP2148009B1 - Impact damper on roadways - Google Patents

Impact damper on roadways Download PDF

Info

Publication number
EP2148009B1
EP2148009B1 EP09165767.6A EP09165767A EP2148009B1 EP 2148009 B1 EP2148009 B1 EP 2148009B1 EP 09165767 A EP09165767 A EP 09165767A EP 2148009 B1 EP2148009 B1 EP 2148009B1
Authority
EP
European Patent Office
Prior art keywords
cells
absorption capacity
energy absorption
impact
energy
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.)
Active
Application number
EP09165767.6A
Other languages
German (de)
French (fr)
Other versions
EP2148009A3 (en
EP2148009A2 (en
Inventor
Karl Urlberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SPS Schutzplanken GmbH
Original Assignee
SPS Schutzplanken GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by SPS Schutzplanken GmbH filed Critical SPS Schutzplanken GmbH
Priority to PL09165767T priority Critical patent/PL2148009T3/en
Publication of EP2148009A2 publication Critical patent/EP2148009A2/en
Publication of EP2148009A3 publication Critical patent/EP2148009A3/en
Application granted granted Critical
Publication of EP2148009B1 publication Critical patent/EP2148009B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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

  • the invention relates to an impact damper arranged at roadway level in front of obstacles next to traffic lanes with a predetermined energy reduction capacity, with a head region, an end region and an intermediate region located therebetween.
  • the impact absorber is constructed as a protection device against obstacles in order to dampen an impact of an approaching vehicle and thus to keep damage away from the occupants of the vehicle. He also serves the protection of the object.
  • WO 02/086242 A1 From the WO 02/086242 A1 is a terminal for sideways arranged traffic routes restraint systems made of steel profiles, in which a crash cushion is placed on a lowering at the beginning of the restraint system.
  • the lowering has a protective barrier, which is embedded in its initial area in the ground, for example in the ground, and then ramps to the height of the restraint system, to which it connects.
  • damper tubes are arranged above the initial region of the lowering, which have a greater height than subsequent, arranged in the central region damper tubes, which in turn have a greater height than subsequent damper tubes arranged in the end region, wherein the respective heights are constant in the respective areas.
  • This arrangement includes substantially similar cylinders, with cylinders (22) in the center of the assembly having a lower energy dissipation capacity compared to the other cylinders in the front region.
  • the described arrangement of impact absorbers have the common feature that they are largely composed of the same elements. Further, their arrangement is such that either an increase in rigidity tends to take place in the direction of the assemblies, which always involves an increase in the energy dissipation capacity of a damper or the energy dissipation capacity remains constant.
  • ASI value the so-called ASI value
  • the ASI is a conventional index that provides insight into impact severity and possible injury to vehicle passengers due to impact. This value is obtained from the quadratic average of the delay for three directions (forward, sideways, up) and compared to guideline values that are considered safe.
  • the starting point for the invention were evaluations of crash tests, which showed that the highest values can be recognized in the last time segment of an ASI value representation. From this, for the first time, the knowledge was derived that at the end of the damping process, the energy absorption property of the then affected area is too pronounced in relation to the energy still present in a vehicle at that time.
  • the impact absorber according to the invention is "softer" towards the end, the circumstance of the lower kinetic energy in the vehicle at the end of the damping travel or the impact duration is taken into account. In this way, a significant reduction of the ASI value is possible, whereby the risk of injury to the occupants of a motor vehicle is reduced and thus a higher probability of survival is ensured.
  • the object of the present invention is to improve an impact absorber of the type mentioned in such a way that peak ASI values can be avoided, in particular at the end of the impact.
  • the object is achieved according to the invention in a generic impact absorber in that the energy reduction capacity in the end region of the impact absorber is lower than in the middle region, the energy reduction capacity of the impact absorber being lower at the beginning of the impact in the head region (9) than in the middle region (11), from the head region (FIG. 9) to Central region (11) towards increases, and in the central region (11) is substantially constant.
  • a crash cushion is an assembly which has at least three sub-areas, namely at least one head area after the impact head, at least one central area and at least one end portion. These at least three parts differ not only because of their local layout but also because of their characteristics.
  • the energy dissipation capacity of the end region is below that of the central region, wherein the energy dissipation capacity of the impact absorber at the beginning of the impact in the head region is lower than in the central region, increases from the head region to the central region, and in the central region is substantially constant, so that at the end of the impact process no ASI value peaks occur.
  • a portion of the crash cushion usually has multiple cells. These may be connected to each other by means of fasteners or may be in an enveloping shape, close to tight, loose or even with fastening means, stand together.
  • the individual different cells with their different energy dissipation capacities can be connected to one another from the impact head to the end region with fastening means to form a coherent unit. It is also possible to surround all areas with an enclosing guard rail arrangement, so as to ensure a cohesion.
  • the set height of the cells is usually less than the average clear height of the ground clearance of a car. This configuration ensures the optimum height for an impacting car.
  • the set height is ensured by means of so-called. Bacbau nun, which have on their ground facing the stand elements.
  • These stand elements which are also fastened directly to the cells, can be designed as rollers, rollers, wheel, sliding feet and / or rollers, rollers, wheels or sliding feet in guides. It is also possible to anchor the stand elements firmly, with predetermined breaking points can be provided. As a result, a possible deformation and movement of all sections are ensured in an impact, so that the overall construction can perform their task as possible.
  • All intermediate structural supports or all partial regions and / or the individual cells can have a jointly connecting holding device.
  • the holding device has the task of ensuring a good conductivity of the crash cushion when it is hit by the side of approaching vehicles. Furthermore, it can be ensured by means of the holding device that the damper arrangement does not yield, when a vehicle drives laterally into the structure, while still ensuring that the remaining cell properties remain unchanged. Even in the case of a head-on impact, it is not possible for the subsections to move out of the construction and thereby fail to fulfill their task as intended.
  • the impact damper has a support device, a so-called. Endabstützung, which is realized either by supporting struts, which are at a certain angle to the roadway, or a solid wall on.
  • FIG. 3 shows a first embodiment of a crash cushion (1) in a schematic side view in front of an end support (14).
  • the impact absorber consists of cells (20) arranged one after the other in series, also called damping elements, it being possible for several such rows to be provided parallel to one another. According to the traffic route guidance, a V-shaped arrangement of the cells with different opening angles can also be selected.
  • the impact damper 13 has double rows of cells (20) and a single cell (2) on the impact head. These cells are in the illustrated embodiment, cylindrical tubes and oriented so that their axis of symmetry are at right angles to the direction of the road. The individual cells are kept at a certain height, which is less than the average clear height of a car.
  • each partial region comprises at least one cell according to the invention, so that the smallest possible arrangement has three cells.
  • eleven cells are allocated to the head region (9), eight to the end region (10) and eight to the middle region (11), wherein a smaller or larger number of cells is also conceivable.
  • the cells according to the invention have a greater height in the middle region than in the end region. It is also larger than the cells in the head area. Because of this arrangement, it is possible to predetermine the energy dissipation capacity associated directly with the mold within the assembly and to purposefully reduce it to the central region (10).
  • Supporting elements (4) which can be attached to the end of a intermediate structural support (18) or to a cell (20), have standing elements (5), which can be designed in various ways.
  • the stand elements (5) have rollers, rollers, wheels or sliding feet. This ensures a mobility of the entire construction in all directions in the event of an impact, as a result of which the energy-dissipating capacity of all cells is utilized in the best possible way.
  • the stand elements are fixed with immovable anchoring in the ground, but then have predetermined breaking points. Also fixed to the ground guide rails for a controlled guiding of the stand elements in an impact are possible.
  • the overall construction may have as a lateral boundary at least one side plate assembly (6), which at the level of the cells and to the cells by means of fastening means such. As screws or welding are attached.
  • At least one ground anchor (7) for the at least one common holding device (8) can be seen at the end.
  • the cells (20) are held by the at least one common holding device (8) so that they can not escape in the event of an impact, which does not take place exactly in the direction of the axis of symmetry, and thus the predetermined energy reduction can take place in the desired manner.
  • Fig. 4a The arrangement of the cells, which are also formed here by cylindrical tubes, divided into three sub-areas, namely in a head portion (9), an end portion (10) and a central region (11).
  • the different thicknesses (d1, d2, d3) of the wall of the cylinder tubes are shown.
  • the thickness of the tube wall of the cylindrical cells in the central region (11) is greatest.
  • the cells In the end region (10), the cells have a thickness of the tube wall which is less than that of the cells of the middle region (11).
  • the pipe wall thickness of the end region does not have to fall back to a thickness of the head region, which is also lower than in the middle region, but may also have a different pipe wall thickness. However, this is always less than that of the cells of the middle region.
  • the thickness of the tube wall is a measure of the deformation behavior, the thickness corresponding to a desired energy dissipation capacity can be selected.
  • the wall thickness is one equivalent of the thickness of the tube wall. Consequently, it is conceivable for the wall thickness as well as for the thickness of the pipe wall that the wall thickness or the thickness d4 in Fig. 4b does not decrease over the entire circumference, but only decreases at a location relevant to the deformation process, so as to ensure weakening in relation to a preceding cell or damper ( Fig. 4b ).
  • a cell with a greater wall thickness or thickness of the tube wall has a greater energy removal capacity and thus requires more energy to deform, this can be outlined by a curve of the potential energy reduction capacity of the individual sections.
  • the diagram Fig. 4 clearly shows the peculiarity of the invention, namely a lower capacity in the end. According to the invention, the energy reduction capacity increases starting from the impact head or head region to the middle region.
  • the cylindrical cell has a heavier deformability in the direction of the road. In this way, it is possible to achieve an increase or a reduction of the energy reduction capacity only by rotation from two identical damping elements, which leads to a cost saving.
  • Fig. 5 shows a crash cushion similar construction as in Fig. 4 shown.
  • a rotated cell (12) with a smaller cross section is arranged so that it is parallel to the impact direction with its axis of symmetry.
  • the impact absorber can have a rectangular cell (13).
  • This can be z. B. then be required if a cell several steaming body such. B. foam in its interior should have.
  • an increase of the energy reduction capacity can also be achieved.
  • a square cell (13) with less capacity z. B. contain a few long elliptical elements, as in section AA (i) or with more energy reduction capacity several z.
  • B. contain long cylindrical elements as in section AA (ii), (iv) or (v).
  • a different spatial orientation of the elements in the interior is conceivable in order to achieve an increase or decrease of the energy reduction capacity with identical shape, as described above.
  • z. B a filling with a filler such.
  • foam increase the energy dissipation capacity (section AA (iii) and detail A (i) in the plan view a cylindrical cell).
  • Reinforcing internal structure elements (17) in the elements are also possible, such as Fig. 5 and detail B (ii).
  • different energy-dissipation capacities can also be achieved on the basis of varying reinforcing internal structure elements (details B (ii) and C (iii)), whereas the preferred embodiment or orientation of the internal structure elements is parallel to the impact direction.
  • part or all of the cell may comprise a material (section A-A (vi)) which converts the impact energy into the decay of its predetermined shape.
  • a material section A-A (vi) which converts the impact energy into the decay of its predetermined shape.
  • this element also finds its way into the explained energy reduction capacity structure.
  • varying power dissipation capacities can be realized in this way.
  • the structures described above are not limited to a cylindrical or angular outer shape, but other variants can be used and combined with each other. A combination of pipes and filler inside a cell is also possible.
  • An angular, cuboidal cell need not necessarily be as described above, so such an element can also completely comprise a special material which can absorb a certain amount of energy, which is converted into the decay of its structure.
  • Fig. 5 also shows reinforcing outer structure elements (19, 19 ') which, in addition to the contact line of adjacent cylindrical cells, provide a further possibility to transfer energy from one cell to the other.
  • These external structural elements consist of plates which are welded between two adjacent cells along opposite generatrices. These plates may have different thicknesses in the different areas.
  • An end support (14) supports the entire crash cushion and absorbs the forces introduced into the crash cushion in an impact.
  • Fig. 6 shows a further embodiment of the invention in a damper of the type according to Fig. 1 ,
  • container-shaped cells are filled.
  • Different filling heights or filling materials provide the different energy reduction capacities.
  • z. B. suitable filling material of any kind can be used.
  • Fig. 7 shows the use of the crash cushion according to the invention as a starting or final construction in a vehicle restraint system next to a traffic route.
  • vehicle restraint systems are arranged as a guard rail boundary next to the road.
  • vehicle restraint systems serve to divert stray vehicles from the road and to guide them back in the direction of travel on the road.
  • Such systems can be made both of steel structures but also of concrete.
  • the illustrated embodiment 1 shows a one-sided arrangement next to the road, the embodiment 2 shows an arrangement of such a vehicle restraint system between two opposite lanes.
  • Such vehicle restraint systems form at the beginning of their mission as well as at the end of each a dangerous obstacle. Therefore, such vehicle restraint systems are protected at the beginning and also at the end with so-called initial constructions or end constructions, which are also referred to as terminal.
  • the impact absorber construction according to the invention can also be used as such an initial construction in a corresponding construction.
  • symmetrically designed structures or so-called one-sided constructions can be used, in which only on the side facing the traffic route of the initial construction a protective device, ie a guard rail arrangement is provided, but not on the opposite side.
  • a protective device ie a guard rail arrangement is provided, but not on the opposite side.
  • Such a construction is schematically in the third embodiment of Fig. 7 played.
  • the invention is not limited in its execution to the above-mentioned preferred embodiments. Rather, a number of variants is conceivable, which makes use of the illustrated solution even with fundamentally different types of use. Thus, it is within the scope of the described invention to vary the energy removal capacity within the head, middle and end regions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Vibration Dampers (AREA)

Description

Die Erfindung betrifft einen auf Fahrbahnniveau vor Hindernissen neben Verkehrswegen angeordneten Anpralldämpfer mit einer vorbestimmten Energieabbaukapazität, mit einem Kopfbereich, einem Endbereich und einem dazwischen liegenden Mittelbereich. Der Anpralldämpfer wird vor Hindernissen als Schutzeinrichtung aufgebaut, um einen Aufprall eines auffahrenden Fahrzeugs abzudämpfen und somit Schaden von den Insassen des Fahrzeugs fernzuhalten. Auch dient er auch dem Schutz des Objekts.The invention relates to an impact damper arranged at roadway level in front of obstacles next to traffic lanes with a predetermined energy reduction capacity, with a head region, an end region and an intermediate region located therebetween. The impact absorber is constructed as a protection device against obstacles in order to dampen an impact of an approaching vehicle and thus to keep damage away from the occupants of the vehicle. He also serves the protection of the object.

Stand der TechnikState of the art

Aus der WO 02/086242 A1 ist ein Terminal für seitlich an Verkehrswegen angeordnete Rückhaltesysteme aus Stahlprofilen bekannt, bei dem ein Anpralldämpfer auf einer Absenkung am Anfang des Rückhaltesystems aufgesetzt ist. Die Absenkung weist eine Schutzplanke auf, die in ihrem Anfangsbereich im Boden, z.B. im Erdreich, eingelassen ist und dann rampenartig zur Höhe des Rückhaltesystems läuft, an das sie anschließt. Bei diesem bekannten System sind über dem Anfangsbereich der Absenkung Dämpferrohre angeordnet, die eine größere Höhe aufweisen als nachfolgende, im Mittelbereich angeordnete Dämpferrohre, die wiederum eine größere Höhe aufweisen als nachfolgende im Endbereich angeordnete Dämpferrohre, wobei die jeweiligen Höhen in den betreffenden Bereichen konstant sind.
Es ist ein weiterer gattungsgemäßer Anpralldämpfer mit der Bezeichnung Vecu-Stop® der Firma SPS ist aus der DE 20 2005 006 224 U1 bekannt (Fig. 1 und 2). Bei diesem Anpralldämpfer (1) sind zwei Reihen Dämpfelemente (20) mit identischer Energieabbaukapazität hintereinander angeordnet, wobei die zylinderförmigen Dämpfelemente mit ihrer Symmetrieachse senkrecht zum Untergrund ausgerichtet sind. Sie sind im Wesentlichen starr über auf einem Untergrund stehende Stützelemente (4), die die Elemente auf einer bestimmten Höhe halten, miteinander verbunden. Der Anpralldämpfer weist an seinem Ende einen Endabstützung (14) auf.
Ferner ist aus der EP 1 197 605 A1 ein System bekannt, welches aus mehreren in Reihe hintereinander liegenden elastischen Zylindern (21) besteht. Diese Anordnung beinhaltet im Wesentlichen gleichartige Zylinder, wobei Zylinder (22) in der Mitte der Anordnung eine im Vergleich zu den anderen Zylindern im Frontbereich eine geringere Energieabbaukapazität aufweisen. Somit ergibt sich für die Energieabbaukapazität eine in der Tendenz von vorne beginnend abnehmende Energieabbaukapazität.
Die beschriebenen Anordnungsformen von Anpralldämpfern besitzen die Gemeinsamkeit, dass sie größtenteils aus gleichen Elementen aufgebaut sind. Ferner ist deren Anordnung derart gestaltet, dass entweder in der Tendenz eine Zunahme an Steifigkeit in Richtung der Anordnungen stattfindet womit immer eine Vergrößerung der Energieabbaukapazität eines Dämpfers verbunden ist oder die Energieabbaukapazität konstant bleibt. Bei Crash Versuchen mit den beschriebenen Systemen findet man einen hohen Durchschnitt von negativen Beschleunigungswerten, den sog. ASI-Wert, speziell im letzten Teil des Anpralldämpfers. Der ASI (Acceleration Severity Index) ist ein konventioneller Index, der Aufschluss über die Anprallheftigkeit und die möglichen Verletzungen von Fahrzeugpassagieren aufgrund eines Aufpralles gibt. Dieser Wert wird aus dem quadratischen Durchschnitt der Verzögerung für drei Richtungen (vorwärts, seitwärts, aufwärts) erhalten und mit Richtwerten verglichen, die als sicher gelten. Ausgangpunkt für die Erfindung waren Auswertungen von Crash Versuchen, aus denen hervorging, dass im letzten Zeitabschnitt einer ASI-Wert Darstellung die höchsten Werte zu erkennen sind. Daraus wurde erstmalig die Erkenntnis abgeleitet, dass zum Ende des Dämpfungsvorgangs die Energieabsorptionseigenschaft des dann betroffenen Bereiches im Verhältnis zu der zu diesem Zeitpunkt noch in einem Fahrzeug vorhandenen Energie zu ausgeprägt ist. Dadurch, dass der erfindungsgemäße Anpralldämpfer zum Ende hin "weicher" ist, wird dem Umstand der geringeren kinetischen Energie im Fahrzeug zum Ende des Dämpfungswegs bzw. der Anpralldauer Rechnung getragen. Auf diese Weise ist eine wesentliche Verringerung des ASI-Wertes möglich, wodurch das Verletzungsrisiko für die Insassen eines Kraftfahrzeuges vermindert und somit auch eine höhere Überlebenswahrscheinlichkeit gewährleistet wird.From the WO 02/086242 A1 is a terminal for sideways arranged traffic routes restraint systems made of steel profiles, in which a crash cushion is placed on a lowering at the beginning of the restraint system. The lowering has a protective barrier, which is embedded in its initial area in the ground, for example in the ground, and then ramps to the height of the restraint system, to which it connects. In this known system damper tubes are arranged above the initial region of the lowering, which have a greater height than subsequent, arranged in the central region damper tubes, which in turn have a greater height than subsequent damper tubes arranged in the end region, wherein the respective heights are constant in the respective areas.
It is another generic impact absorber with the name Vecu-Stop ® the company SPS is from the DE 20 2005 006 224 U1 known ( Fig. 1 and 2 ). In this impact damper (1) two rows of damping elements (20) are arranged with an identical energy reduction capacity one behind the other, wherein the cylindrical damping elements are aligned with their axis of symmetry perpendicular to the ground. They are essentially rigidly connected to one another via supporting elements (4) which hold the elements at a certain height. The crash cushion has an end support (14) at its end.
Furthermore, from the EP 1 197 605 A1 a system is known, which consists of a plurality of successive in series elastic cylinders (21). This arrangement includes substantially similar cylinders, with cylinders (22) in the center of the assembly having a lower energy dissipation capacity compared to the other cylinders in the front region. Thus, there is a decreasing power dissipation capacity from the beginning for the power dissipation capacity.
The described arrangement of impact absorbers have the common feature that they are largely composed of the same elements. Further, their arrangement is such that either an increase in rigidity tends to take place in the direction of the assemblies, which always involves an increase in the energy dissipation capacity of a damper or the energy dissipation capacity remains constant. In crash tests with the described systems, one finds a high average of negative acceleration values, the so-called ASI value, especially in the last part of the crash cushion. The ASI (Acceleration Severity Index) is a conventional index that provides insight into impact severity and possible injury to vehicle passengers due to impact. This value is obtained from the quadratic average of the delay for three directions (forward, sideways, up) and compared to guideline values that are considered safe. The starting point for the invention were evaluations of crash tests, which showed that the highest values can be recognized in the last time segment of an ASI value representation. From this, for the first time, the knowledge was derived that at the end of the damping process, the energy absorption property of the then affected area is too pronounced in relation to the energy still present in a vehicle at that time. Due to the fact that the impact absorber according to the invention is "softer" towards the end, the circumstance of the lower kinetic energy in the vehicle at the end of the damping travel or the impact duration is taken into account. In this way, a significant reduction of the ASI value is possible, whereby the risk of injury to the occupants of a motor vehicle is reduced and thus a higher probability of survival is ensured.

Aufgabenstellungtask

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, einen Anpralldämpfer der genannten Gattung so zu verbessern, dass insbesondere zum Ende des Anpralls ASI - Spitzenwerte vermieden werden können.The object of the present invention is to improve an impact absorber of the type mentioned in such a way that peak ASI values can be avoided, in particular at the end of the impact.

Lösungsolution

Die Aufgabe wird erfindungsgemäß bei einem gattungsgemäßen Anpralldämpfer dadurch gelöst, dass die Energieabbaukapazität im Endbereich des Anpralldämpfers geringer ist als im Mittelbereich, wobei die Energieabbaukapazität des Anpralldämpfers zu Beginn des Anpralls im Kopfbereich (9) geringer ist als im Mittelbereich (11), vom Kopfbereich (9) zum Mittelbereich (11) hin ansteigt, und im Mittelbereich (11) im Wesentlichen konstant ist.The object is achieved according to the invention in a generic impact absorber in that the energy reduction capacity in the end region of the impact absorber is lower than in the middle region, the energy reduction capacity of the impact absorber being lower at the beginning of the impact in the head region (9) than in the middle region (11), from the head region (FIG. 9) to Central region (11) towards increases, and in the central region (11) is substantially constant.

Wesen der ErfindungEssence of the invention

Bei einer besonderen, in den Figuren 3-6 dargestellten Ausführungsform eines Anpralldämpfers handelt es sich um eine Anordnung, welche mindestens drei Teilbereiche aufweist, nämlich mindestens einen Kopfbereich nach dem Anprallkopf, mindestens einen Mittelbereich und mindestens einen Endbereich.
Diese mindestens drei Teile unterscheiden sich nicht nur aufgrund ihrer örtlichen Anordnung, sondern auch aufgrund ihrer Eigenschaften.
Erfindungsgemäß liegt die Energieabbaukapazität des Endbereichs unter dem des Mittelbereiches, wobei die Energieabbaukapazität des Anpralldämpfers zu Beginn des Anpralls im Kopfbereich geringer ist als im Mittelbereich, vom Kopfbereich zum Mittelbereich hin ansteigt, und im Mittelbereich im Wesentlichen konstant ist, so dass gegen Ende des Anprallvorgangs keine ASI-Wert Spitzen auftreten.At a special, in the Figures 3-6 illustrated embodiment of a crash cushion is an assembly which has at least three sub-areas, namely at least one head area after the impact head, at least one central area and at least one end portion.
These at least three parts differ not only because of their local layout but also because of their characteristics.
According to the invention, the energy dissipation capacity of the end region is below that of the central region, wherein the energy dissipation capacity of the impact absorber at the beginning of the impact in the head region is lower than in the central region, increases from the head region to the central region, and in the central region is substantially constant, so that at the end of the impact process no ASI value peaks occur.

Innerhalb der Teilbereiche ist auch eine Kombination von verstärkenden Innenstrukturelementen und einer besonderen Form möglich, sowie weitere Kombinationen aus Form, Verstärkungen und Formanordnungen.Within the subregions is also a combination of reinforcing internal structure elements and a special shape possible, as well as other combinations of form, reinforcements and form arrangements.

Ein Teilbereich des Anpralldämpfers weist in der Regel mehrere Zellen auf. Diese können miteinander mittels Befestigungsmittel verbunden sein oder können in einer einhüllenden Form, dicht an dicht, lose oder aber auch mit Befestigungsmittel versehen, aneinander stehen.A portion of the crash cushion usually has multiple cells. These may be connected to each other by means of fasteners or may be in an enveloping shape, close to tight, loose or even with fastening means, stand together.

Die einzelnen verschiedenen Zellen mit ihren unterschiedlichen Energieabbaukapazitäten können vom Anprallkopf hin zum Endbereich untereinander mit Befestigungsmittel zu einer zusammenhängenden Einheit verbunden sein. Auch ist es möglich, alle Bereiche mit einer einhüllenden Schutzplankenanordnung zu umgeben, um so einen Zusammenhalt zu gewährleisten.The individual different cells with their different energy dissipation capacities can be connected to one another from the impact head to the end region with fastening means to form a coherent unit. It is also possible to surround all areas with an enclosing guard rail arrangement, so as to ensure a cohesion.

Bei einem Anpralldämpfer ist die eingestellte Höhe der Zellen in der Regel geringer als die durchschnittliche lichte Höhe der Bodenfreiheit eines PKWs. Durch diese Ausgestaltung wird die optimale Höhe für einen anprallenden PKW sichergestellt. Die eingestellte Höhe wird anhand von sog. Zwischenbaustützen gewährleistet, welche an ihrem dem Untergrund zugewandten Standelemente aufweisen. Diese Standelemente, welche auch direkt an den Zellen befestigbar sind, können als Rollen, Walzen, Rad, Gleitfüße und/oder Rollen, Walzen, Räder oder Gleitfüße in Führungen ausgeführt sein. Auch ist es möglich die Standelemente fest zu verankern, wobei auch Sollbruchstellen vorgesehen sein können. Hierdurch werden eine mögliche Verformung und eine Bewegung aller Teilbereiche bei einem Anprall gewährleistet, womit die Gesamtkonstruktion ihre Aufgabe bestmöglich erfüllen kann.In a crash cushion, the set height of the cells is usually less than the average clear height of the ground clearance of a car. This configuration ensures the optimum height for an impacting car. The set height is ensured by means of so-called. Zwischenbaustützen, which have on their ground facing the stand elements. These stand elements, which are also fastened directly to the cells, can be designed as rollers, rollers, wheel, sliding feet and / or rollers, rollers, wheels or sliding feet in guides. It is also possible to anchor the stand elements firmly, with predetermined breaking points can be provided. As a result, a possible deformation and movement of all sections are ensured in an impact, so that the overall construction can perform their task as possible.

Alle Zwischenbaustützen bzw. alle Teilbereiche und/oder die einzelnen Zellen können eine gemeinsam verbindende Haltevorrichtung aufweisen. Die Haltevorrichtung hat die Aufgabe ein gutes Leitvermögen des Anpralldämpfers zu gewährleisten, wenn er von seitlich anfahrenden Fahrzeugen getroffen wird. Ferner kann anhand der Haltevorrichtung sichergestellt werden, dass die Dämpferanordnung nicht ausweicht, wenn ein Fahrzeug seitlich in die Konstruktion hineinfährt, wobei gleichwohl gewährleistet ist, dass die übrigen Zelleneigenschaften unverändert aufrechterhalten bleiben. Auch bei einem frontalen Anprall ist es den Teilbereichen nicht möglich, aus der Konstruktion auszuscheren und dadurch ihre Aufgabe nicht bestimmungsgemäß zu erfüllen.All intermediate structural supports or all partial regions and / or the individual cells can have a jointly connecting holding device. The holding device has the task of ensuring a good conductivity of the crash cushion when it is hit by the side of approaching vehicles. Furthermore, it can be ensured by means of the holding device that the damper arrangement does not yield, when a vehicle drives laterally into the structure, while still ensuring that the remaining cell properties remain unchanged. Even in the case of a head-on impact, it is not possible for the subsections to move out of the construction and thereby fail to fulfill their task as intended.

Am Ende weist der Anpralldämpfer eine Abstützeinrichtung, eine sog. Endabstützung, welcher entweder durch Stützstreben, die in einem bestimmten Winkel zur Fahrbahn stehen, oder eine feste Wand realisiert ist, auf.At the end, the impact damper has a support device, a so-called. Endabstützung, which is realized either by supporting struts, which are at a certain angle to the roadway, or a solid wall on.

Vorteilhafte Ausgestaltungen und Merkmale gehen aus der nachfolgenden Beschreibung von Ausführungsbeispielen hervor, die in Verbindung mit den Zeichnungen erläutert sind.Advantageous embodiments and features will become apparent from the following description of exemplary embodiments, which are explained in conjunction with the drawings.

Kurzbeschreibung der FigurenBrief description of the figures

Es zeigen:

  • Fig. 1 und 2 einen Anpralldämpfer aus dem Stand der Technik,
  • Fig. 3 eine Seitenansicht eines erfindungsgemäßen Anpralldämpfers mit unterschiedlichen Höhen der Zellen,
  • Fig. 4 eine Draufsicht eines erfindungsgemäßen Anpralldämpfers mit drei Teilbereichen, Detailansichten und ein Energiediagramm,
  • Fig. 5 eine Draufsicht einer weiteren Ausführungsform eines Anpralldämpfers mit unterschiedlichen Innenstrukturelementen,
  • Fig. 6 eine Seitenansicht eines Anpralldämpfers mit unterschiedlichen Befüllhöhen der Zellen,
  • Fig. 7 eine schematische Darstellung der Verwendung des erfindungsgemäßen Anpralldämpfers als Anfangs- bzw. Endkonstruktion bei seitlich neben dem Verkehrsweg angeordneten Fahrzeugrückhaltesystemen.
Show it:
  • Fig. 1 and 2 a crash cushion of the prior art,
  • Fig. 3 a side view of a crash cushion according to the invention with different heights of the cells,
  • Fig. 4 a top view of a crash cushion according to the invention with three sections, detail views and an energy diagram,
  • Fig. 5 a top view of another embodiment of a crash cushion with different internal structure elements,
  • Fig. 6 a side view of a crash cushion with different filling heights of the cells,
  • Fig. 7 a schematic representation of the use of the impact absorber according to the invention as an initial or final construction in laterally arranged next to the traffic route vehicle restraint systems.

Ausführliche Beschreibung von in den Figuren dargestellten AusführungsbeispielenDetailed description of embodiments illustrated in the figures

Figur 3 zeigt ein erstes Ausführungsbeispiel eines Anpralldämpfers (1) in schematischer Seitenansicht vor einer Endabstützung (14). FIG. 3 shows a first embodiment of a crash cushion (1) in a schematic side view in front of an end support (14).

Der Anpralldämpfer besteht je nach Gegebenheit des Verkehrswegs aus in Reihe hintereinander angeordneten Zellen (20), auch Dämpfelemente genannt, wobei mehrere solcher Reihen parallel nebeneinander vorgesehen sein können. Entsprechend der Verkehrswegeführung kann auch eine V-förmige Anordnung der Zellen mit unterschiedlichen Öffnungswinkeln gewählt werden.Depending on the given traffic route, the impact absorber consists of cells (20) arranged one after the other in series, also called damping elements, it being possible for several such rows to be provided parallel to one another. According to the traffic route guidance, a V-shaped arrangement of the cells with different opening angles can also be selected.

Bei der dargestellten Ausgestaltung der Anordnung weist der Anpralldämpfer 13 Doppelreihen Zellen (20) und eine einzelne Zelle (2) am Anprallkopf auf. Diese Zellen sind im dargestellten Ausführungsbeispiel zylindrische Rohre und so orientiert, dass deren Symmetrieachse im rechten Winkel zur Fahrbahnrichtung stehen. Die einzelnen Zellen werden auf einer bestimmten Höhe, welche geringer ist als die durchschnittliche lichte Höhe eines PKWs, gehalten.In the illustrated embodiment of the arrangement, the impact damper 13 has double rows of cells (20) and a single cell (2) on the impact head. These cells are in the illustrated embodiment, cylindrical tubes and oriented so that their axis of symmetry are at right angles to the direction of the road. The individual cells are kept at a certain height, which is less than the average clear height of a car.

Desweiteren ist in Fig. 3 eine Unterteilung der Anordnung in drei Teilbereiche zu erkennen, nämlich in einen Kopfbereich (9), einen Endbereich (10) und einen Mittelbereich (11). Grundsätzlich umfasst jeder Teilbereich erfindungsgemäß mindestens eine Zelle, so dass die kleinstmögliche Anordnung drei Zellen aufweist.Furthermore, in Fig. 3 to recognize a subdivision of the arrangement into three subregions, namely into a head region (9), an end region (10) and a middle region (11). In principle, each partial region comprises at least one cell according to the invention, so that the smallest possible arrangement has three cells.

Bei dieser speziellen Ausführungsform der Erfindung entfallen elf Zellen auf den Kopfbereich (9), acht auf den Endbereich (10) und acht auf den Mittelbereich (11), wobei eine geringere oder größere Anzahl an Zellen auch denkbar ist.In this particular embodiment of the invention, eleven cells are allocated to the head region (9), eight to the end region (10) and eight to the middle region (11), wherein a smaller or larger number of cells is also conceivable.

Bei dieser bevorzugten Ausgestaltung weisen die Zellen erfindungsgemäß in dem Mittelbereich eine größere Höhe auf als im Endbereich. Sie ist auch größer als die der Zellen im Kopfbereich. Aufgrund dieser der Anordnung ist es möglich, die Energieabbaukapazität, welche direkt mit der Form verknüpft ist, innerhalb der Anordnung vorzubestimmen und sie nach dem Mittelbereich (10) gezielt zu verringern.In this preferred embodiment, the cells according to the invention have a greater height in the middle region than in the end region. It is also larger than the cells in the head area. Because of this arrangement, it is possible to predetermine the energy dissipation capacity associated directly with the mold within the assembly and to purposefully reduce it to the central region (10).

Stützelemente (4), welche am Ende einer Zwischenbaustütze (18) oder an einer Zelle (20) angebracht sein können, weisen Standelemente (5) auf, welche auf verschiedene Arten ausgeführt sein können. So ist es möglich, dass die Standelemente (5) Rollen, Walzen, Räder oder Gleitfüße aufweisen. Dies gewährleistet bei einem Aufprall eine Beweglichkeit der Gesamtkonstruktion in alle Richtungen, wodurch die Energieabbaukapazität aller Zellen bestmöglich ausgeschöpft wird. Ferner ist es auch möglich, dass die Standelemente mit unbeweglicher Verankerung im Boden befestigt sind, aber dafür dann Sollbruchstellen aufweisen. Auch am Boden befestigte Führungsschienen für ein kontrolliertes Führen der Standelemente bei einem Aufprall sind möglich.Supporting elements (4), which can be attached to the end of a intermediate structural support (18) or to a cell (20), have standing elements (5), which can be designed in various ways. Thus, it is possible that the stand elements (5) have rollers, rollers, wheels or sliding feet. This ensures a mobility of the entire construction in all directions in the event of an impact, as a result of which the energy-dissipating capacity of all cells is utilized in the best possible way. Furthermore, it is also possible that the stand elements are fixed with immovable anchoring in the ground, but then have predetermined breaking points. Also fixed to the ground guide rails for a controlled guiding of the stand elements in an impact are possible.

Die Gesamtkonstruktion kann als seitliche Begrenzung mindestens eine Seitenschilderanordnung (6) aufweisen, welche auf Höhe der Zellen und an den Zellen mittels Befestigungsmittel wie z. B. Schrauben oder Schweißen angebracht sind.The overall construction may have as a lateral boundary at least one side plate assembly (6), which at the level of the cells and to the cells by means of fastening means such. As screws or welding are attached.

Ferner ist am Ende der mindestens eine Bodenanker (7) für die mindestens eine gemeinsame Haltevorrichtung (8) zu erkennen.Furthermore, at least one ground anchor (7) for the at least one common holding device (8) can be seen at the end.

Die Zellen (20) werden von der mindestens einen gemeinsamen Haltevorrichtung (8) so gehalten, dass sie im Fall eines Aufpralls, der nicht genau in Richtung der Symmetrieachse erfolgt, nicht ausweichen können und somit der vorgegebene Energieabbau in der gewünschten Weise stattfinden kann.The cells (20) are held by the at least one common holding device (8) so that they can not escape in the event of an impact, which does not take place exactly in the direction of the axis of symmetry, and thus the predetermined energy reduction can take place in the desired manner.

Auch bei dem Ausführungsbeispiel gemäß Fig. 4a wird die Anordnung der Zellen, die auch hier von zylindrischen Rohren gebildet sind, in drei Teilbereiche unterteilt, nämlich in einen Kopfbereich (9), einen Endbereich (10) und einen Mittelbereich (11).Also in the embodiment according to Fig. 4a The arrangement of the cells, which are also formed here by cylindrical tubes, divided into three sub-areas, namely in a head portion (9), an end portion (10) and a central region (11).

In den Vergrößerungen, die sich jeweils auf den Kopf-, Mittel- und Endbereich beziehen, sind die unterschiedliche Dicken (d1, d2, d3) der Wand der Zylinderrohre dargestellt. Hierbei ist die Dicke der Rohrwand der zylindrischen Zellen im Mittelbereich (11) am größten. Im Endbereich (10) weisen die Zellen eine Dicke der Rohrwand auf, die geringer ist als die der Zellen des Mittelbereiches (11). Es muss die Rohrwanddicke des Endbereiches nicht auf eine Dicke des Kopfbereiches zurückfallen, die ebenfalls geringer ist als im Mittelbereich, sondern kann auch eine davon abweichende Rohrwanddicke aufweisen. Diese ist jedoch stets geringer ist als die der Zellen des Mittelbereiches. Da die Dicke der Rohrwand ein Maß für das Verformungsverhalten darstellt, kann somit der Dicke entsprechend einer gewünschten Energieabbaukapazität gewählt werden.
Für den Fall, dass statt der zylindrischen Form eine andere gewählt wurde, ist die Wandstärke ein Äquivalent der Dicke der Rohrwand.
Folglich ist es sowohl für die Wandstärke als auch für die Dicke der Rohrwand denkbar, dass die Wandstärke bzw. die Dicke d4 in Fig. 4b nicht über den gesamten Umfang abnimmt, sondern sich lediglich an einer für den Verformungsprozess maßgebenden Stelle verringert, um somit eine Schwächung gegenüber einer vorangehenden Zelle bzw. einem Dämpfer zu gewährleisten (Fig. 4b).
Eine Zelle mit einer größeren Wandstärke bzw. Dicke der Rohrwand weist eine größere Energieabbaukapazität auf und erfordert somit mehr Energie, um sich zu verformen, dies lässt sich anhand einer Kurve der möglichen Energieabbaukapazität der einzelnen Teilbereiche skizzieren. Das Diagramm aus Fig. 4 zeigt deutlich die Besonderheit der Erfindung, nämlich eine geringere Kapazität im Endbereich. Erfindungsgemäß steigt die Energieabbaukapazität beginnend vom Anprallkopf bzw. Kopfbereich zum Mittelbereich an.In the enlargements, which relate in each case to the head, middle and end, the different thicknesses (d1, d2, d3) of the wall of the cylinder tubes are shown. Here, the thickness of the tube wall of the cylindrical cells in the central region (11) is greatest. In the end region (10), the cells have a thickness of the tube wall which is less than that of the cells of the middle region (11). The pipe wall thickness of the end region does not have to fall back to a thickness of the head region, which is also lower than in the middle region, but may also have a different pipe wall thickness. However, this is always less than that of the cells of the middle region. Thus, since the thickness of the tube wall is a measure of the deformation behavior, the thickness corresponding to a desired energy dissipation capacity can be selected.
In the event that another was chosen instead of the cylindrical shape, the wall thickness is one equivalent of the thickness of the tube wall.
Consequently, it is conceivable for the wall thickness as well as for the thickness of the pipe wall that the wall thickness or the thickness d4 in Fig. 4b does not decrease over the entire circumference, but only decreases at a location relevant to the deformation process, so as to ensure weakening in relation to a preceding cell or damper ( Fig. 4b ).
A cell with a greater wall thickness or thickness of the tube wall has a greater energy removal capacity and thus requires more energy to deform, this can be outlined by a curve of the potential energy reduction capacity of the individual sections. The diagram Fig. 4 clearly shows the peculiarity of the invention, namely a lower capacity in the end. According to the invention, the energy reduction capacity increases starting from the impact head or head region to the middle region.

Bestimmt man jetzt aus obiger Beschreibung die Besonderheit der vorliegenden Erfindung, erkennt man, dass dies der Abfall der Energieabbaukapazität vor der Endabstützung (14), also im Endbereich, ist.If one now determines the peculiarity of the present invention from the above description, one recognizes that this is the drop in the energy removal capacity before the end support (14), ie in the end region.

Für den Übergang der einzelnen Teilbereiche bzw. der einzelnen Zellen von einer hohen Energieabbaukapazität zu einer niedrigeren oder umgekehrt ist es z. B. vorstellbar, dass eine zylindrische Zelle (20) aus Fig. 3 um 90° gedreht wird, wodurch ihre Symmetrieachse parallel zur Stoßrichtung orientiert ist.For the transition of the individual sections or the individual cells of a high energy reduction capacity to a lower or vice versa, it is z. B. conceivable that a cylindrical cell (20) made Fig. 3 rotated by 90 °, whereby its axis of symmetry is oriented parallel to the direction of impact.

Hierdurch weist die zylindrische Zelle eine schwerere Verformbarkeit in Fahrbahnrichtung auf. Auf diese Weise ist es möglich auch aus zwei identischen Dämpfelementen eine Steigerung bzw. eine Abschwächung der Energieabbaukapazität lediglich durch Drehung zu erreichen, was zu einer Kostenersparnis führt.As a result, the cylindrical cell has a heavier deformability in the direction of the road. In this way, it is possible to achieve an increase or a reduction of the energy reduction capacity only by rotation from two identical damping elements, which leads to a cost saving.

Fig. 5 zeigt einen Anpralldämpfer ähnlicher Bauart wie in Fig. 4 dargestellt. Eine gedrehte Zelle (12) mit kleinerem Querschnitt ist so angeordnet, dass sie mit ihrer Symmetrieachse parallel zur Stoßrichtung steht. Fig. 5 shows a crash cushion similar construction as in Fig. 4 shown. A rotated cell (12) with a smaller cross section is arranged so that it is parallel to the impact direction with its axis of symmetry.

Zudem offenbart Fig. 5, dass der Anpralldämpfer statt einer zylindrischen Zelle eine quaderförmige Zelle (13) aufweisen kann. Dies kann z. B. dann erforderlich sein, wenn eine Zelle mehrere Dämpfkörper wie z. B. Schaumstoff in ihrem Inneren aufweisen soll. Anhand dieser besonderen Ausführungsform kann ebenfalls eine Steigerung der Energieabbaukapazität erreicht werden. So kann eine eckige Zelle (13) mit weniger Kapazität z. B. wenige lange elliptische Elemente enthalten, wie in Schnitt A-A (i) oder mit mehr Energieabbaukapazität mehrere z. B. lange zylinderförmige Elemente enthalten wie in Schnitt A-A (ii), (iv) oder (v). Auch eine andersgeartete räumliche Orientierung der Elemente im Inneren ist denkbar, um eine Erhöhung oder Verringerung der Energieabbaukapazität bei identischer Formgebung, wie zuvor beschrieben, zu erreichen.Also revealed Fig. 5 in that, instead of a cylindrical cell, the impact absorber can have a rectangular cell (13). This can be z. B. then be required if a cell several steaming body such. B. foam in its interior should have. By means of this particular embodiment, an increase of the energy reduction capacity can also be achieved. Thus, a square cell (13) with less capacity z. B. contain a few long elliptical elements, as in section AA (i) or with more energy reduction capacity several z. B. contain long cylindrical elements as in section AA (ii), (iv) or (v). A different spatial orientation of the elements in the interior is conceivable in order to achieve an increase or decrease of the energy reduction capacity with identical shape, as described above.

Desweiteren kann z. B. eine Füllung mit einem Füllstoff wie z. B. Schaumstoff die Energieabbaukapazität erhöhen (Schnitt A-A (iii) und Detail A (i) in der Draufsicht auf eine zylindrische Zelle). Verstärkende Innenstrukturelemente (17) in den Elementen sind ebenfalls möglich, wie Fig. 5 und Detail B (ii) zeigen. Hierbei kann anhand variierender verstärkender Innenstrukturelemente auch unterschiedliche Energieabbaukapazitäten erreicht werden (Details B (ii) und C (iii)), wohingegen die bevorzugte Ausgestaltung bzw. Orientierung der Innenstrukturelemente parallel zur Stoßrichtung ist.Furthermore, z. B. a filling with a filler such. As foam increase the energy dissipation capacity (section AA (iii) and detail A (i) in the plan view a cylindrical cell). Reinforcing internal structure elements (17) in the elements are also possible, such as Fig. 5 and detail B (ii). In this case, different energy-dissipation capacities can also be achieved on the basis of varying reinforcing internal structure elements (details B (ii) and C (iii)), whereas the preferred embodiment or orientation of the internal structure elements is parallel to the impact direction.

Ferner kann ein Teil oder die gesamte Zelle ein Material aufweist (Schnitt A-A (vi)), welches die Anprallenergie in den Zerfall seiner vorgegebenen Form umwandelt. Hierbei sind auch verschiedene Energiestufen möglich, so dass sich dieses Element ebenfalls in die erläuterte Energieabbaukapazität-Struktur einfindet. Somit sind auch auf diese Art variierende Energieabbaukapazitäten realisierbar.Further, part or all of the cell may comprise a material (section A-A (vi)) which converts the impact energy into the decay of its predetermined shape. In this case, different energy levels are possible, so that this element also finds its way into the explained energy reduction capacity structure. Thus, varying power dissipation capacities can be realized in this way.

Die oben beschrieben Strukturen sind nicht auf eine zylindrische oder eckige Außenform begrenzt, sondern es können auch andere Varianten verwendet und miteinander kombiniert werden. Auch eine Kombination von Rohren und Füllstoff im Inneren einer Zelle ist möglich. Eine eckige, quaderförmige Zelle muss nicht zwingend so beschaffen sein, wie soeben beschrieben, so kann ein solches Element auch vollständig eine spezielles Material aufweisen, welches ein gewisses Maß an Energie aufnehmen kann, das in den Zerfall seiner Struktur umgewandelt wird.The structures described above are not limited to a cylindrical or angular outer shape, but other variants can be used and combined with each other. A combination of pipes and filler inside a cell is also possible. An angular, cuboidal cell need not necessarily be as described above, so such an element can also completely comprise a special material which can absorb a certain amount of energy, which is converted into the decay of its structure.

Fig. 5 zeigt auch verstärkende Außenstrukturelemente (19, 19'), die zusätzlich zur Kontaktlinie benachbarter zylindrischen Zellen eine weitere Möglichkeit bieten, Energie von der einen Zelle auf die andere zu übertragen. Diese Außenstrukturelemente bestehen aus Platten, die zwischen zwei benachbarten Zellen entlang gegenüberliegender Mantellinien angeschweißt sind. Diese Platten können in den verschiedenen Bereichen unterschiedliche Dicken aufweisen. Fig. 5 also shows reinforcing outer structure elements (19, 19 ') which, in addition to the contact line of adjacent cylindrical cells, provide a further possibility to transfer energy from one cell to the other. These external structural elements consist of plates which are welded between two adjacent cells along opposite generatrices. These plates may have different thicknesses in the different areas.

Hierdurch kann man die Energieabbaukapazität mit gestalten und eine schwächere Kapazität für den Energieabbau auf einen stärkeren in Stoßrichtung folgen lassen (Fig. 5 Vergrößerung). Auch ist es möglich die Energieabbaukapazität der Außenstrukturelemente (19, 19') der aufeinander folgenden Zellen zu variieren, wobei die Energieabbaukapazität niedriger, höher oder zwischen der Energieabbaukapazität zweier in Stoßrichtung hintereinander angebrachter Zellen (20) liegen kann.In this way, one can shape the energy reduction capacity and let a weaker capacity for the energy reduction follow on to a stronger one in the impact direction ( Fig. 5 Enlargement). It is also possible to vary the energy dissipation capacity of the outer structure elements (19, 19 ') of the successive cells, wherein the Energy dissipation capacity may be lower, higher or between the energy dissipation capacity of two consecutively attached cells (20).

Eine Endabstützung (14) stützt den gesamten Anpralldämpfer ab und fängt die in den Anpralldämpfer eingeleiteten Kräfte bei einem Anprall auf.An end support (14) supports the entire crash cushion and absorbs the forces introduced into the crash cushion in an impact.

Fig. 6 zeigt eine weitere Ausführungsform der Erfindung bei einem Dämpfer des Typs gemäß Fig. 1. Für die gewünschte Energieabbaukapazität werden behälterförmige Zellen befüllt. Unterschiedliche Befüllhöhen oder Füllmaterialien stellen die unterschiedlichen Energieabbaukapazitäten bereit. Hierfür kann z. B. geeignetes Füllmaterial jeglicher Art verwendet werden. Fig. 6 shows a further embodiment of the invention in a damper of the type according to Fig. 1 , For the desired energy reduction capacity container-shaped cells are filled. Different filling heights or filling materials provide the different energy reduction capacities. For this purpose, z. B. suitable filling material of any kind can be used.

Fig. 7 zeigt die Verwendung des erfindungsgemäßen Anpralldämpfers als Anfangs- bzw. Endkonstruktion bei einem Fahrzeugrückhaltesystem neben einem Verkehrsweg. Üblicherweise sind derartige Fahrzeugrückhaltesysteme als Schutzplankenbegrenzung neben der Straße angeordnet. Derartige Fahrzeugrückhaltesysteme dienen dazu, von der Fahrbahn abgekommene Fahrzeuge umzulenken und in Fahrtrichtung auf die Fahrbahn zurück zu leiten. Derartige Systeme können sowohl aus Stahlkonstruktionen jedoch auch aus Beton gefertigt sein. Das dargestellte Ausführungsbeispiel 1 zeigt eine einseitige Anordnung neben der Straße, das Ausführungsbeispiel 2 zeigt eine Anordnung eines solchen Fahrzeugrückhaltesystems zwischen zwei entgegengesetzten Fahrbahnen. Derartige Fahrzeugrückhaltesysteme bilden zu Beginn ihrer Einsatzstrecke wie auch am Ende jeweils ein gefährliches Hindernis. Daher sind derartige Fahrzeugrückhaltesysteme am Anfang und auch am Ende mit sogenannten Anfangskonstruktionen bzw. Endkonstruktionen geschützt, die auch als Terminal bezeichnet werden. Fig. 7 shows the use of the crash cushion according to the invention as a starting or final construction in a vehicle restraint system next to a traffic route. Usually such vehicle restraint systems are arranged as a guard rail boundary next to the road. Such vehicle restraint systems serve to divert stray vehicles from the road and to guide them back in the direction of travel on the road. Such systems can be made both of steel structures but also of concrete. The illustrated embodiment 1 shows a one-sided arrangement next to the road, the embodiment 2 shows an arrangement of such a vehicle restraint system between two opposite lanes. Such vehicle restraint systems form at the beginning of their mission as well as at the end of each a dangerous obstacle. Therefore, such vehicle restraint systems are protected at the beginning and also at the end with so-called initial constructions or end constructions, which are also referred to as terminal.

Die erfindungsgemäße Anpralldämpferkonstruktion kann in entsprechender Ausbildung auch als eine solche Anfangskonstruktion verwendet werden. Dabei können symmetrisch ausgebildete Konstruktionen oder auch sogenannte einseitige Konstruktionen zum Einsatz kommen, bei denen lediglich auf der dem Verkehrsweg zugewandten Seite der Anfangskonstruktion eine Schutzeinrichtung, d.h. eine Schutzplankenanordnung vorgesehen ist, auf der abgewandten Seite jedoch nicht. Ein solcher Aufbau ist schematisch im dritten Ausführungsbeispiel der Fig. 7 wiedergegeben.The impact absorber construction according to the invention can also be used as such an initial construction in a corresponding construction. In this case, symmetrically designed structures or so-called one-sided constructions can be used, in which only on the side facing the traffic route of the initial construction a protective device, ie a guard rail arrangement is provided, but not on the opposite side. Such a construction is schematically in the third embodiment of Fig. 7 played.

Die Erfindung beschränkt sich in ihrer Ausführung nicht auf die vorstehend angegebenen bevorzugten Ausführungsbeispiele. Vielmehr ist eine Anzahl von Varianten denkbar, welche von der dargestellten Lösung auch bei grundsätzlich anders gearteten Ausführungen Gebrauch macht. So liegt es im Schutzbereich der beschriebenen Erfindung, die Energieabbaukapazität innerhalb der Bereiche Kopf-, Mittel- und Endbereich zu variieren.The invention is not limited in its execution to the above-mentioned preferred embodiments. Rather, a number of variants is conceivable, which makes use of the illustrated solution even with fundamentally different types of use. Thus, it is within the scope of the described invention to vary the energy removal capacity within the head, middle and end regions.

Bezugszeichenliste:LIST OF REFERENCE NUMBERS

11
Anpralldämpfercrash cushions
22
Zelle des AnprallkopfesCell of the impact head
33
Umlenkvorrichtungdeflecting
44
Stützelementsupport element
55
Standelementstanding element
66
Seitenschilderside plates
77
Bodenankerground anchor
88th
Haltevorrichtungholder
99
Bereich hinter dem AnprallkopfArea behind the impact head
1010
Endbereichend
1111
Mittelbereichthe central region
1212
gedrehte Zellerotated cell
1313
quaderförmige Zellecuboid cell
1414
Endabstützungend support
1515
Öffnung für FührungOpening for guidance
1616
gebogene Schutzplankecurved safety barrier
1717
verstärkendes Innenstrukturelementreinforcing internal structure element
1818
ZwischenbaustützeZwischenbaustütze
1919
verstärkendes Außenstrukturelementreinforcing outer structure element
2020
Zelle, auch sog. DämpfelementCell, also called damping element
2121
elastischer Zylinderelastic cylinder
2222
behälterförmige Zellencontainer-shaped cells

Claims (7)

  1. Impact damper arranged on road level beside traffic routes before obstacles having a predetermined energy absorption capacity,
    with a head portion (9) having an impact head,
    an end portion (10) and
    an intermediate middle portion (11), characterized in that
    the energy absorption capacity is less in the end region (10) of the impact damper than in the central region (11), wherein
    the energy absorption capacity of the impact damper in the head region (9) located after the impact head is lower than in the central region (11), from the head portion (9) to the central region (11) rises towards, and in the central region (11) is substantially constant.
  2. Impact damper according to claim 1, which comprises deformable, energy converting cells (20) successively arranged in a row, which partially have a different energy absorption capacity among each other, and
    at least one of the successive cells in the end region has a lower energy absorption capacity than at least one cell in the middle region (11), characterized in that at least one of the cells is formed as a tubular cylinder, and the thickness of the tube wall provides the energy absorption capacity of the at least one cell.
  3. Impact damper according to at least one of the preceding claims, having energy absorbing material within the cells, characterized in that at least one of the cells is at least partially filled with energy absorbing material.
  4. Impact damper according to the previous claim, wherein a cylindrical or rectangular cell is oriented with its center line perpendicular to the ground, characterized in that the cells successively arranged having different filling heights, which determine the energy absorption capacity of the cell.
  5. Impact damper according to at least one of the preceding claims wherein at least one of the cells has at least a reinforcing inner structural element (17) in the interior, characterized in that the energy absorption capacity of the cells successively arranged are affected by at least the one reinforcing inner structural element.
  6. Impact damper according to at least one of the preceding claims wherein at least one of the cells having an energy absorbing material which converts the absorbed energy in the distortion of its structure, characterized in that the successively arranged cells comprising at least one material having an lower energy absorption capacity.
  7. Impact damper according to at least one of the preceding claims wherein external reinforcing structural element (19) providing an additional possibility of forming an energy absorption capacity outside of a cell (20), characterized in that the cells successively arranged have at least one external reinforcing structural element (19) which is equipped with an energy absorption capacity which is lower, or higher, between the energy absorption capacity of two cells (20) arranged one behind the other in the impact direction.
EP09165767.6A 2008-07-25 2009-07-17 Impact damper on roadways Active EP2148009B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09165767T PL2148009T3 (en) 2008-07-25 2009-07-17 Impact damper on roadways

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008034980A DE102008034980A1 (en) 2008-07-25 2008-07-25 Impact absorbers on traffic routes

Publications (3)

Publication Number Publication Date
EP2148009A2 EP2148009A2 (en) 2010-01-27
EP2148009A3 EP2148009A3 (en) 2013-09-11
EP2148009B1 true EP2148009B1 (en) 2016-03-30

Family

ID=41217669

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09165767.6A Active EP2148009B1 (en) 2008-07-25 2009-07-17 Impact damper on roadways

Country Status (3)

Country Link
EP (1) EP2148009B1 (en)
DE (1) DE102008034980A1 (en)
PL (1) PL2148009T3 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1399748B1 (en) * 2010-04-28 2013-05-03 Autostrade Per L Italia S P A URBAN ATTENUATOR ROAD SAFETY DEVICE.
DE102012110413B4 (en) * 2012-10-31 2014-12-18 Jan Bockay IMPACT PROTECTION
DE202016100252U1 (en) 2016-01-20 2016-02-24 Sps Schutzplanken Gmbh guard
CN112127297A (en) * 2020-09-28 2020-12-25 王海维 Anti-collision and anti-boundary-crossing cylindrical universal spherical wall
CN113699939B (en) * 2021-10-08 2022-10-25 广州北环智能交通科技有限公司 Bridge pier FRP pouring jacket anticollision structure
CN114687309A (en) * 2022-04-08 2022-07-01 中南大学 Anti-collision cushion

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU454461B2 (en) * 1970-12-21 1974-10-14 Energy Absorption Systems Inc. Highway safety devices
US6427983B1 (en) * 2000-10-12 2002-08-06 Energy Absorption Systems, Inc. Self-restoring highway crash attenuator
DE10120076B4 (en) * 2001-04-24 2014-07-03 Sps Schutzplanken Gmbh Terminal for restraint systems made of steel profiles arranged on the side of traffic routes or lanes
DE202005006224U1 (en) * 2005-04-18 2006-03-02 Sps Schutzplanken Gmbh Crash dampener for use in front of barricade at traffic lanes has pre-determined number of dampener elements, which are adjustably arranged before barricade wherein crash dampener is also anchored by means of anchorage in the underground

Also Published As

Publication number Publication date
PL2148009T3 (en) 2016-08-31
EP2148009A3 (en) 2013-09-11
DE102008034980A1 (en) 2010-02-04
EP2148009A2 (en) 2010-01-27

Similar Documents

Publication Publication Date Title
EP2148009B1 (en) Impact damper on roadways
DE202006014402U1 (en) Rail vehicle with crash protection for rail travel has detachable energy-absorbing crash box at side alongside vehicle coupling on undeformable cross-bearer
WO2015113579A1 (en) Motor vehicle having battery elements integrated in the structure
EP1762660A1 (en) Device for traffic guiding
AT391724B (en) GUIDELINE GATE
EP1719840A2 (en) Guardrail arrangement
DE3106694A1 (en) Shock-absorbing device and use of the same in a protective plank system
DE2251749A1 (en) SAFETY DEVICE IN ROAD TRAFFIC
DE102015115768A1 (en) Guard rail system with different intervals
DE1784011C3 (en) Guide device for roads, bridges or the like
DE202009000423U1 (en) Vehicle restraint system
EP1381737B1 (en) Terminal for barrier systems from steel profiles that are arranged along traffic routes
DE19907954B4 (en) Passive protection device
DE202008018355U1 (en) Impact absorbers on traffic routes
EP3135817A1 (en) Connection system
DE102011055960A1 (en) Restraint system for arranging beside track for e.g. vehicle, has protective barrier comprising protective boards that are interconnected with each other, and posts comprising regions having mutually different strength properties
EP0706593B1 (en) Crash barrier impact damper
EP1026327B1 (en) Impact attenuation device
DE202008011203U1 (en) Vehicle restraint system on traffic routes
DE102004010578A1 (en) Shock-absorbing guardrail device for semaphores pole, has guard fence with back, mid-filler attachment affixed to guard fence back and shock-absorbing resin positioned between guard fence back and support post
DE202018106907U1 (en) Vehicle restraint system
EP3739125B1 (en) Impact absorber for traffic paths
EP3222781B1 (en) Energy absorbing vehicle restraint system
EP2037045B1 (en) Vehicle retention system for securing vehicle paths
DE102015115764A1 (en) Guard rail system and assembly method for such

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

RIC1 Information provided on ipc code assigned before grant

Ipc: E01F 15/14 20060101AFI20130806BHEP

17P Request for examination filed

Effective date: 20140311

RBV Designated contracting states (corrected)

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

17Q First examination report despatched

Effective date: 20140409

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20151028

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 785554

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160415

Ref country code: CH

Ref legal event code: NV

Representative=s name: KELLER AND PARTNER PATENTANWAELTE AG, CH

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502009012338

Country of ref document: DE

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 8

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160630

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20160330

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

REG Reference to a national code

Ref country code: GR

Ref legal event code: EP

Ref document number: 20160401253

Country of ref document: GR

Effective date: 20160729

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160730

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160801

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160731

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502009012338

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20170103

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 9

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160717

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 785554

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20090717

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160330

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20180620

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20190719

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GR

Payment date: 20190716

Year of fee payment: 11

REG Reference to a national code

Ref country code: CH

Ref legal event code: PFA

Owner name: SPS SCHUTZPLANKEN GMBH, DE

Free format text: FORMER OWNER: SPS SCHUTZPLANKEN GMBH, DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

Ref country code: GR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210210

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190717

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20220721

Year of fee payment: 14

Ref country code: DE

Payment date: 20220926

Year of fee payment: 14

Ref country code: CZ

Payment date: 20220715

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20220725

Year of fee payment: 14

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502009012338

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20230717

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20240201

Ref country code: CZ

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230717

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230731

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230717