EP2952630B1 - Vehicle retention system - Google Patents

Vehicle retention system Download PDF

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Publication number
EP2952630B1
EP2952630B1 EP15169474.2A EP15169474A EP2952630B1 EP 2952630 B1 EP2952630 B1 EP 2952630B1 EP 15169474 A EP15169474 A EP 15169474A EP 2952630 B1 EP2952630 B1 EP 2952630B1
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EP
European Patent Office
Prior art keywords
washer
barrier system
post
posts
vehicle barrier
Prior art date
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EP15169474.2A
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German (de)
French (fr)
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EP2952630A1 (en
Inventor
Horst Lass
Walter Klein
Werner Heimann
Barbara Von Linsingen-Heintzmann
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Bochumer Eisenhuette Heintzmann GmbH and Co KG
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Bochumer Eisenhuette Heintzmann GmbH and Co KG
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Application filed by Bochumer Eisenhuette Heintzmann GmbH and Co KG filed Critical Bochumer Eisenhuette Heintzmann GmbH and Co KG
Priority to PL15169474T priority Critical patent/PL2952630T3/en
Publication of EP2952630A1 publication Critical patent/EP2952630A1/en
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    • 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
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a vehicle restraint system for arrangement next to a roadway according to the features in the preamble of claim 1.
  • the guard rail assembly consists of a protective barrier of preferably releasably juxtaposed guard rails and the guard rail supporting, in cross-section sigma-shaped posts that can be rammed into the ground or mounted on mounting plate to buildings.
  • the attachment of the guardrail to the post takes place under inclusion of intermediate profiles in the form of U-shaped support brackets.
  • the posts fixed in or on the ground are first deformed and bent away from the roadway.
  • the protective barrier strand dissolves from the post after a connecting screw for attaching the guard rail to the post is broken. This process is intentional and is supported by a predetermined breaking point on the connecting bolts.
  • the protective barrier can then deform separately from the posts and deflect a vehicle by a Switzerlandband redesign.
  • the EP 2 333 159 A1 proposes in this context, between the intermediate profile, there referred to as a support element, and the protective barrier an intermediate element to be arranged, which is designed such that the protective barrier runs at an angle to the longitudinal axis of the profile post, wherein the support element for adaptation to the angle between the protective barrier strand and the longitudinal axis of the profile post is formed asymmetrically with a longer upper leg and a shorter lower leg.
  • the protective barrier strand runs at an angle to the longitudinal axis of the profile posts, which is intended to prevent the protective barrier strand from falling as the protective barrier construction deforms.
  • the additional intermediate element and the structural design of the support element require, however, additional manufacturing and assembly technical effort.
  • guard rails are connected via distance brackets with the posts, with each tilting elements are incorporated between guard rail and spacer console.
  • the guardrail on the post by means of one or more springs resiliently held.
  • the impact element is an elongated leaf spring.
  • Another alternative provides as a baffle element before a coil spring.
  • a detachable attachment for existing steel sheet profiles roadside crash barriers to post is also from the DE 1 867 455 U out.
  • a rigid spacer tube or a strong compression spring for example in the form of a conical, screw or plate spring is integrated into the attachment.
  • the prior art also includes the embodiments, as in the KR 10 2010 0 077 866 A , of the CH 387 682 A or the DE 10 2006 001 980 A1 described.
  • US 2008/083914 A1 includes a vehicle restraint system for placement adjacent to a roadway of the prior art.
  • the vehicle restraint system has posts that can be fixed to the ground and a guardrail line extending along the posts from interconnected guardrails.
  • the guard rails are fixed by means of screw on the post.
  • a cone-shaped damping element is integrated.
  • the damping element is arranged together with a positioning element on the bolt of the screw connection.
  • the vehicle restraint system In an impact test according to DIN EN 1317-2 to obtain z. B. the containment level H1, the vehicle restraint system must pass the tests TB11 and TB42.
  • the vehicle restraint system For the TB11 acceptance test, the vehicle restraint system must withstand a car with a total mass of 900 kg and an impact speed of 100 km / h at an impact angle of 20 °.
  • the acceptance test TB42 requires the stopping of a truck with a total mass of 10 t, which drives against the vehicle restraint system at an impact speed of 70 km / h at a crash angle of 15 °.
  • the effective range W is a characteristic variable for the evaluation of a vehicle restraint system.
  • the effective range W is the distance between the traffic-facing side of the vehicle restraint system on roads and the maximum dynamic lateral position of each essential part of the system.
  • the invention is based on the prior art, the object of developing a generic vehicle restraint system such that it has an improved deformation behavior while maintaining the structural design and to increase the stoppage of the vehicle restraint system and this in particular for the containment level H1 to a range smaller W3 tougher ,
  • the vehicle restraint system has posts which can be fixed to the ground and safety barriers extending from the guardrails along the posts, preferably along the upper ends of the posts. Between a post and a protective barrier a support bracket is arranged. The guard rails and the support bracket are fixed by means of screw to the post, wherein in the screw at least one baffle element is incorporated.
  • the impact element is a conical annular disk.
  • the conical annular disk is a plate spring made of a steel material.
  • the annular disc is galvanized.
  • the deformation behavior and the energy absorption capacity of a vehicle restraint system according to the invention are significantly improved. Nevertheless, a proven simple construction can be maintained.
  • the deformation properties and the deformation behavior of the protective barrier strand are positively influenced by the impact element according to the invention such that a short-term buffering of peak loads takes place in the event of an impact.
  • the impact elements in the form of conical annular discs are loaded in an impact in the axial direction and take high forces with a small spring travel.
  • a slightly time-delayed detachment of the protective barrier from the post is achieved by the annular disk integrated in the screw connection in the event of a collision of a motor vehicle with the system. This leads to the advantageous effect that the forces acting on the vehicle restraint system during the impact longitudinal forces substantially from the horizontal guard rails or in the protective barrier strand and whose connection will be recorded.
  • the impact severity is reduced and the desired tension effect is ensured.
  • the impact element is plastically deformed in an impact.
  • the baffle element is first pressed in the lower area.
  • the support bracket tilts slightly towards the road and thus also the protective barrier.
  • the protective barrier dissolves from the post.
  • the impact element is arranged on the road side front of the post.
  • the baffle element according to the invention is incorporated between the post and the support bracket.
  • the opening side of the annular disc points to the roadway.
  • the conical annular disc is designed shell-shaped and points with the open side to the roadway, with the annular disc is supported on the back of the support bracket.
  • the impact element abuts with an outer bearing surface on the support bracket.
  • annular disc there may be more than just an annular disc incorporated in a screw connection. It is possible to form a disk package of individual annular disks. These can be layered in the same direction or alternating. In the same direction stratification, the spring force is increased. With alternating interior layering, the travel increases.
  • the vehicle restraint system according to the invention is particularly advantageous on buildings, such as bridges or bridgeheads or other a foundation, in particular a concrete foundation, having structures.
  • the posts are provided on the bottom side with mounting elements.
  • mounting elements are on the bottom feet or mounting plates joined to the posts.
  • the vehicle restraint system according to the invention can also be arranged along roadways in which the posts are rammed into the ground. Accordingly, the posts are designed for ramming in the ground.
  • the essential aspect of the invention are the conical annular discs, which are loaded in the axial direction. Upon impact, they dampen the load peaks and cause the effect sought according to the invention.
  • the integration of the impact elements in the form of conical annular disks leads to an improvement in the retention capacity and a reduction in the range of action.
  • ASI value can be reduced.
  • ASI stands for Acceleration Severity Index, meaning the "degree of in-vehicle acceleration”.
  • the ASI value represents an occupant safety index.
  • the ASE value already mentioned above has led to the conclusion that the vehicle restraint system according to the invention is classified as ASI A.
  • the value ASI A represents the best occupant safety. Specifically, an ASI value of 0.96 was achieved. This means that the ASI value has improved by 0.04 compared to comparable systems without impact element.
  • the conical annular discs which are used in the invention, are made of steel materials.
  • the annular disks have a disk thickness between 1.5 mm and 3.5 mm, in particular of 2.5 mm.
  • the annular disc has a disk thickness which corresponds to the wall thickness of a guardrail with a deviation of +/- 25%.
  • the baffle element has an outer diameter and the guardrail has a rear floor land.
  • the bottom land has a vertical length.
  • the outer diameter of the baffle element is in the ratio of between 1: 1 and 1: 3 relative to the vertical length of the bottom web sized. This measure also contributes effectively to support the desired energy absorption and deformation or buffer effect.
  • the annular disc can perform a pendulum-like movement under load or impact.
  • the pendulum movement supports the time-delayed detachment of the protective barrier from the posts.
  • the screw connection comprises a front cover flap, which bears against the guard rail on the roadway side.
  • the impact element has an outer diameter, wherein the outer diameter of the impact element and the vertical length of the cover plate in a ratio between 1: 1 and 1: 2, in particular 1: 1, 2 and 1: 1.5 are dimensioned.
  • the annular disc may have a measured in the longitudinal direction of the screw disc height, which is dimensioned between 2.5 mm and 6 mm.
  • the annular disc has a disc height between 3.5 mm and 4 mm. Practical experiments have led to advantageous results with ring disks having a disk height of 4 mm.
  • baffle element is pretensioned maximum hand-tight within the screw connection and the pretensioning is at most 10 Nm.
  • Another advantage of the solution according to the invention is that a subsequent upgrade to all existing systems with posts and guard rail construction without considerable effort is possible. This applies to all containment levels from N2 to H4B.
  • FIGS. 1 to 9 show a vehicle restraint system 1 in the design simple guard rail ESP, as for example, at the edge of a road used by motor vehicles FB on the ground B on a building BW mounted with a concrete foundation used.
  • the vehicle restraint system 1 consists of a protective barrier 2 of releasably juxtaposed and interconnected guard rails 3, 4 and the guard rail 2 supporting, in cross-section C-shaped post 5.
  • the posts 5 are provided with mounting elements 6 in the form of foot plates.
  • connecting elements 7, in particular bolts or screw anchors the posts 5 are fixed by means of the mounting elements 6 on the floor B or the building BW.
  • the guard rails 3, 4 are set at the upper end 8 of the post 5.
  • the end overlapping guard rails 3, 4 are connected by means of screw 9 together.
  • the attachment of the guard rails 3, 4 to the post 5 takes place with the interposition of intermediate profiles in the form of U-shaped support brackets 10 and 11 (see also FIGS. 6 and 8 ).
  • the guard rails 3, 4 and the support bracket 10, 11 are fixed by screw 12 to the post 5.
  • the screw 12 include threaded bolts 13, screw nuts 14 and a roadside front cover flap 15 and arranged on the back of the front web 16 of the post 5 rear cover flap 17.
  • the bolt 13 is through mounting holes 18 and 19 in the guard rails 3, 4 and Support brackets 10, 11 and a mounting hole 20 in the form of an elongated hole in the front web 16 of the post 5 out.
  • the front cover flap 15 and the rear cover flap 17 also have mounting openings 21 and 22, which are penetrated by the bolt 13.
  • FIGS. 6 to 9 show further that in the screw 12 a baffle element is incorporated in the form of a conical annular disc 23. Within the screw 12, the annular disc 23 is biased with a maximum of 10 Nm.
  • a protective barrier 3 in profile B (Bethlehem) is used.
  • the support bracket 10 in the design profile B as in the FIG. 3 as well as the Figures 5 and 6 can be seen, U-shaped configured with a vertically oriented web 24 and two thereof obliquely forward toward the protective barrier 3 projecting legs 25th
  • the support bracket 11 profile A according to FIG. 8 is U-shaped configured with a vertically oriented in the installed position web 26 and two thereof in the direction of the protective barrier 3 orthogonally projecting legs 27th
  • the guard rails 3, 4 and the support bracket 10, 11 are each fixed by means of a screw 12 to a post 5.
  • the baffle element is incorporated.
  • the baffle element is a conical annular disc 23, namely a plate spring. It can be seen that the annular disc 23 on the road-side front 28 of a post 5 is arranged.
  • the baffle element or the annular disc 23 is incorporated between post 5 and support bracket 10 and 11, wherein the concave opening side 29 of the annular disc 23 to the carriageway FB points.
  • This arrangement and the conical shape of the annular disc supports a voluntary pendulum movement of the guard rails 3, 4 and the guard rail 2 on the post 5 in the event of an impact.
  • the annular disc 23 is located with an outer bearing surface 30 on the support bracket 10, 11.
  • the back 31 of the annular disc 23 abuts the post 5.
  • the executed as an elongated hole mounting hole 20 in the front web 16 of the post 5 has a smaller width than height, so that the annular disc 23 is supported with its respect to the width of the mounting hole 20 protruding portions of the back 31 on the post 5.
  • a conical annular disc 23 can be seen in more detail in the illustrations of Figure 10a) to 10c ).
  • the annular disk 23 is made of a steel material and has a disk thickness t between 1.5 mm and 2.5 mm.
  • the annular disc 23 has a disk thickness t of 2.5 mm.
  • the pane thickness t corresponds to the wall thickness s of a protective barrier 3 or 4 +/- 25%.
  • the annular disk 23 has a disk height h, which is dimensioned between 2.5 mm and 6 mm. In practical Anfahr bathen an annular disc 23 was used with a disk height h of 4 mm.
  • the outer diameter d a of the annular disc 23 was 32.3 mm.
  • the inner diameter d i of the annular disk 23, measured at the inner opening 32, is 17 mm.
  • the front cover flap 15 is on the road side on the bottom web 33 of the protective barrier 3, 4 at.
  • the cover flap 15 has a vertical length l1.
  • the vertical length l1 of the front cover flap 15 is greater than the outer diameter d a of the annular disc 23.
  • the outer diameter d a of the annular disc 23 and the vertical length l1 of the cover flap 15 in a ratio between 1: 1 and 1: 2, in particular 1 : 1.2 and 1: 1.5, be measured.
  • outer diameter d a of the annular disc 23 to the vertical length l2 of the bottom web 33 of a protective barrier 3, 4 in a ratio between 1: 1 and 1: 3 dimensioned.
  • the tension band of the guard rail 2 is maintained at a very good retention of the containment level H1 and an area of action of W2 and an ASI A less than 1.

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  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Description

Die Erfindung betrifft ein Fahrzeugrückhaltesystem zur Anordnung neben einer Fahrbahn gemäß den Merkmalen im Oberbegriff von Anspruch 1.The invention relates to a vehicle restraint system for arrangement next to a roadway according to the features in the preamble of claim 1.

Eine sehr häufige Unfallart im außerörtlichen Bereich ist das "Abkommen von der Fahrbahn", besonders weil außerhalb von geschlossenen Ortschaften üblicherweise schneller gefahren wird als innerorts. Das bedeutet eine erhebliche Gefahr sowohl für die Fahrzeuginsassen als auch für im Gefahrbereich befindliche Menschen, Tiere und Gegenstände. Passive Schutzeinrichtungen an Straßen leisten daher einen wesentlichen Beitrag zur Verkehrssicherheit und sind für die Sicherheit der Fahrzeuginsassen und anderer Verkehrsteilnehmer unerlässlich. Besonders bewährt haben sich zu diesem Zweck Stahlschutzplanken.A very common off-site type of accident is the "off-road agreement", especially as it is usually faster outside of built-up areas than in urban areas. This means a significant risk to both vehicle occupants and people at risk, animals and objects. Passive road safety devices therefore make a significant contribution to road safety and are essential for the safety of vehicle occupants and other road users. Steel safety barriers have proven particularly useful for this purpose.

An moderne passive Schutzeinrichtungen werden folgende Anforderungen gestellt:

  • sicherer Schutz gegen Durchbruch von Fahrzeugen
  • geringes Verletzungsrisiko der Fahrzeuginsassen beim Aufprall
  • angemessener Aufwand für Installation, Reparatur, Unterhalt und Entsorgung.
The following requirements apply to modern passive safety devices:
  • safe protection against breakthrough of vehicles
  • low risk of injury to vehicle occupants upon impact
  • reasonable effort for installation, repair, maintenance and disposal.

Zur Sicherstellung der ersten beiden Anforderungen gibt es Regelwerke. Diese sind im Wesentlichen die Richtlinien für passive Schutzeinrichtungen (RPS) sowie die DIN EN 1317 (Rückhaltesysteme an Straßen).To ensure the first two requirements, there are regulations. These are essentially the guidelines for passive guards (RPS) and DIN EN 1317 (road restraint systems).

Es existieren zahlreiche Systeme von Stahlschutzplanken beginnend mit der so genannten einfachen Schutzplanke bzw. Einfachschutzplanke ESP. Derartige Fahrzeugrückhaltesysteme sind aus dem Stand der Technik bekannt und beispielsweise in der DE 20 2006 010 573 U1 beschrieben. Die Schutzplankenanordnung besteht aus einem Schutzplankenstrang aus vorzugsweise lösbar aneinander gesetzten Schutzplanken und den Schutzplankenstrang tragenden, im Querschnitt Sigma-förmigen Pfosten, die in den Untergrund gerammt oder über Montageplatte an Bauwerken montiert sein können. Die Befestigung der Schutzplanken an dem Pfosten erfolgt unter Eingliederung von Zwischenprofilen in Form von U-förmigen Stützbügeln.There are numerous systems of steel safety barriers starting with the so-called simple safety barrier or single safety barrier ESP. Such vehicle restraint systems are known from the prior art and, for example, in the DE 20 2006 010 573 U1 described. The guard rail assembly consists of a protective barrier of preferably releasably juxtaposed guard rails and the guard rail supporting, in cross-section sigma-shaped posts that can be rammed into the ground or mounted on mounting plate to buildings. The attachment of the guardrail to the post takes place under inclusion of intermediate profiles in the form of U-shaped support brackets.

Bei einem Fahrzeuganprall werden zuerst die im oder am Boden festgelegten Pfosten deformiert und von der Fahrbahn weggebogen. Bei der weiteren Deformation löst sich dann der Schutzplankenstrang von den Pfosten, nachdem eine Verbindungsschraube zur Befestigung des Schutzplankenstrangs an den Pfosten gebrochen ist. Dieser Vorgang ist gewollt und wird durch eine Sollbruchstelle an den Verbindungsschrauben unterstützt. Der Schutzplankenstrang kann sich dann getrennt von den Pfosten deformieren und durch eine Zugbandwirkung ein Fahrzeug umlenken.In the event of a vehicle collision, the posts fixed in or on the ground are first deformed and bent away from the roadway. In the further deformation, then the protective barrier strand dissolves from the post after a connecting screw for attaching the guard rail to the post is broken. This process is intentional and is supported by a predetermined breaking point on the connecting bolts. The protective barrier can then deform separately from the posts and deflect a vehicle by a Zugbandwirkung.

Eine Verstärkung des Fahrzeugrückhaltesystems der Bauart Einfachschutzplanke ESP wird bei dem aus der DE 10 2004 039 732 B4 bekannten Fahrzeugrückhaltesystem dadurch erreicht, dass jeweils hinter einer Schutzplanke ein sich über ihre ganze Länge erstreckendes Verstärkungsprofil angeordnet ist. Ein ähnliches System offenbart die DE 201 06 675 U1 . Auch bei dieser Schutzplankenanordnung ist zwischen die Schutzplanken und die Pfosten mindestens ein gemuldetes und zu den Leitschutzplanken hin offenes Verstärkungsprofil eingegliedert.An enhancement of the vehicle restraint system of the type single safety barrier ESP is in the from the DE 10 2004 039 732 B4 known vehicle restraint system achieved in that in each case behind a guard rail over its entire length extending reinforcing profile is arranged. A similar system discloses the DE 201 06 675 U1 , Even with this guard rail arrangement is between the crash barriers and the posts at least one troughed and to Leitschutzplanken out open reinforcement profile incorporated.

Die EP 2 333 159 A1 schlägt in diesem Zusammenhang vor, zwischen dem Zwischenprofil, dort als Stützelement bezeichnet, und dem Schutzplankenstrang ein Zwischenelement anzuordnen, welches derart ausgebildet ist, dass der Schutzplankenstrang in einem Winkel zur Längsachse der Profilpfosten verläuft, wobei das Stützelement zur Anpassung an den Winkel zwischen dem Schutzplankenstrang und der Längsachse des Profilpfostens asymmetrisch ausgebildet ist mit einem längeren oberen Schenkel und einem kürzeren unteren Schenkel.The EP 2 333 159 A1 proposes in this context, between the intermediate profile, there referred to as a support element, and the protective barrier an intermediate element to be arranged, which is designed such that the protective barrier runs at an angle to the longitudinal axis of the profile post, wherein the support element for adaptation to the angle between the protective barrier strand and the longitudinal axis of the profile post is formed asymmetrically with a longer upper leg and a shorter lower leg.

Hierdurch verläuft der Schutzplankenstrang in einem Winkel zur Längsachse der Profilpfosten, wodurch verhindert werden soll, dass sich der Schutzplankenstrang bei fortschreitender Deformierung der Schutzplankenkonstruktion absenkt. Das zusätzliche Zwischenelement und die konstruktive Ausgestaltung des Stützelements erfordern indes zusätzlichen fertigungs- und montagetechnischen Aufwand.As a result, the protective barrier strand runs at an angle to the longitudinal axis of the profile posts, which is intended to prevent the protective barrier strand from falling as the protective barrier construction deforms. The additional intermediate element and the structural design of the support element require, however, additional manufacturing and assembly technical effort.

Bei dem aus der DE 10 2008 039 850 B3 bekannten Fahrzeugrückhaltesystem sind die Schutzplanken über Abstandskonsolen mit den Pfosten verbunden, wobei jeweils zwischen Schutzplanke und Abstandskonsole Kippelemente eingegliedert sind.In the from the DE 10 2008 039 850 B3 known vehicle restraint system, the guard rails are connected via distance brackets with the posts, with each tilting elements are incorporated between guard rail and spacer console.

Bei dem aus der DE 1 959 004 A1 bekannten Vorschlag ist die Schutzplanke am Pfosten mittels einer oder mehrerer Federn nachgiebig gehalten. Gemäß einer dort beschriebenen konstruktiven Ausgestaltung handelt es sich bei dem Prallelement um eine langestreckte Blattfeder. Eine andere Alternative sieht als Prallelement eine Schraubenfeder vor.In the from the DE 1 959 004 A1 Known proposal, the guardrail on the post by means of one or more springs resiliently held. According to a structural configuration described therein, the impact element is an elongated leaf spring. Another alternative provides as a baffle element before a coil spring.

Eine lösbare Befestigung für aus Stahlblechprofilen bestehende Straßenrand-Leitplanken an Pfosten geht auch aus der DE 1 867 455 U hervor. Hier ist in die Befestigung ein starres Distanzrohr oder eine starke Druckfeder, beispielsweise in Form einer Kegel-, Schrauben- oder Tellerfeder integriert.A detachable attachment for existing steel sheet profiles roadside crash barriers to post is also from the DE 1 867 455 U out. Here, a rigid spacer tube or a strong compression spring, for example in the form of a conical, screw or plate spring is integrated into the attachment.

Zum Stand der Technik zählen ferner noch die Ausgestaltungen, wie in der KR 10 2010 0 077 866 A , der CH 387 682 A oder der DE 10 2006 001 980 A1 beschrieben.The prior art also includes the embodiments, as in the KR 10 2010 0 077 866 A , of the CH 387 682 A or the DE 10 2006 001 980 A1 described.

Durch die US 2008/083914 A1 zählt ein Fahrzeugrückhaltesystem zur Anordnung neben einer Fahrbahn zum Stand der Technik. Das Fahrzeugrückhaltesystem weist am Boden festlegbare Pfosten und einen sich fahrbahnseitig entlang der Pfosten erstreckenden Schutzplankenstrang aus miteinander verbundenen Schutzplanken auf. Die Schutzplanken sind mittels Schraubverbindungen am Pfosten festgelegt. In eine Schrabverbindung ist ein konusförmiges Dämpfungselement integriert. Das Dämpfungselement ist gemeinsam mit einem Positionierungselement auf dem Schraubbolzen der Schraubverbindung angeordnet.By the US 2008/083914 A1 includes a vehicle restraint system for placement adjacent to a roadway of the prior art. The vehicle restraint system has posts that can be fixed to the ground and a guardrail line extending along the posts from interconnected guardrails. The guard rails are fixed by means of screw on the post. In a Schrabverbindung a cone-shaped damping element is integrated. The damping element is arranged together with a positioning element on the bolt of the screw connection.

Bei einer Anprallprüfung gemäß DIN EN 1317-2 zur Erlangung z. B. der Aufhaltestufe H1 muss das Fahrzeugrückhaltesystem die Prüfungen TB11 und TB42 bestehen. Bei der Abnahmeprüfung TB11 muss das Fahrzeugrückhaltesystem einen PKW mit einer Gesamtmasse von 900 kg und einer Anprallgeschwindigkeit von 100 km/h bei einem Anprallwinkel von 20° aufhalten. Die Abnahmeprüfung TB42 verlangt das Aufhalten eines LKW's mit einer Gesamtmasse von 10 t, der mit einer Anprallgeschwindigkeit von 70 km/h unter einem Anprallwinkel von 15° gegen das Fahrzeugrückhaltesystem fährt.In an impact test according to DIN EN 1317-2 to obtain z. B. the containment level H1, the vehicle restraint system must pass the tests TB11 and TB42. For the TB11 acceptance test, the vehicle restraint system must withstand a car with a total mass of 900 kg and an impact speed of 100 km / h at an impact angle of 20 °. The acceptance test TB42 requires the stopping of a truck with a total mass of 10 t, which drives against the vehicle restraint system at an impact speed of 70 km / h at a crash angle of 15 °.

Neben der Aufhaltestufe ist der Wirkungsbereich W eine charakteristische Größe zur Beurteilung eines Fahrzeugrückhaltesystems. Als Wirkungsbereich W gilt der Abstand zwischen der dem Verkehr zugewandten Seite des Fahrzeugrückhaltesystems an Straßen und der maximalen dynamischen seitlichen Position jedes wesentlichen Teils des Systems.In addition to the containment level, the effective range W is a characteristic variable for the evaluation of a vehicle restraint system. The effective range W is the distance between the traffic-facing side of the vehicle restraint system on roads and the maximum dynamic lateral position of each essential part of the system.

Der Erfindung liegt ausgehend vom Stand der Technik die Aufgabe zugrunde, ein gattungsgemäßes Fahrzeugrückhaltesystem derart weiterzubilden, dass dieses unter Beibehaltung der konstruktiven Ausgestaltung ein verbessertes Deformationsverhalten aufweist sowie das Aufhaltevermögen des Fahrzeugrückhaltesystems zu steigern und dieses insbesondere für die Aufhaltestufe H1 auf einen Wirkungsbereich kleiner W3 zu ertüchtigen.The invention is based on the prior art, the object of developing a generic vehicle restraint system such that it has an improved deformation behavior while maintaining the structural design and to increase the stoppage of the vehicle restraint system and this in particular for the containment level H1 to a range smaller W3 tougher ,

Die Lösung dieser Aufgabe besteht nach der Erfindung in einem Fahrzeugrückhaltesystem gemäß den Merkmalen von Anspruch 1.The solution to this problem consists according to the invention in a vehicle restraint system according to the features of claim 1.

Das Fahrzeugrückhaltesystem weist am Boden festlegbare Pfosten und einen sich fahrbahnseitig entlang der Pfosten, vorzugsweise entlang der oberen Enden der Pfosten, erstreckenden Schutzplankenstrang aus Schutzplanken auf. Zwischen einem Pfosten und einer Schutzplanke ist ein Stützbügel angeordnet. Die Schutzplanken und die Stützbügel sind mittels Schraubverbindungen an den Pfosten festgelegt, wobei in die Schraubverbindung zumindest ein Prallelement eingegliedert ist. Erfindungsgemäß handelt es sich bei dem Prallelement um eine kegelförmige Ringscheibe. Erfindungsgemäß ist die kegelförmige Ringscheibe eine Tellerfeder aus einem Stahlwerkstoff. Die Ringscheibe ist verzinkt.The vehicle restraint system has posts which can be fixed to the ground and safety barriers extending from the guardrails along the posts, preferably along the upper ends of the posts. Between a post and a protective barrier a support bracket is arranged. The guard rails and the support bracket are fixed by means of screw to the post, wherein in the screw at least one baffle element is incorporated. According to the invention, the impact element is a conical annular disk. According to the conical annular disk is a plate spring made of a steel material. The annular disc is galvanized.

Praktische Anfahrversuche haben gezeigt, dass das erfindungsgemäß ausgestaltete Fahrzeugrückhaltesystem bei der Aufhaltestufe H1 den angestrebten Wirkungsbereich W3 zuverlässig erreicht. Die Ergebnisse der Anfahrversuche haben sogar zu dem Ergebnis geführt, und dies wurde prüfstellenseitig bestätigt, dass das erfindungsgemäße Fahrzeugrückhaltesystem eine Aufhaltestufe von H1 und einen Wirkungsbereich von W2, d.h. kleiner oder gleich 0,8 m erreicht.Practical start-up tests have shown that the inventively designed vehicle restraint system reliably reaches the desired effective range W3 in the containment stage H1. The results of the start-up tests have even led to the result, and this has been confirmed by the test site that the vehicle restraint system according to the invention has a hold-up level of H1 and an effective range of W2, i. less than or equal to 0.8 m.

Das Deformationsverhalten und das Energieabsorptionsvermögen eines erfindungsgemäßen Fahrzeugrückhaltesystems sind deutlich verbessert. Dennoch kann eine bewährte einfache Konstruktion beibehalten werden. Die Verformungseigenschaften und das Deformationsverhalten des Schutzplankenstrangs werden durch das erfindungsgemäße Prallelement positiv beeinflusst derart, dass ein kurzfristiges Abpuffern von Lastspitzen im Falle eines Anpralls erfolgt. Die Prallelemente in Form von kegelförmigen Ringscheiben werden bei einem Anprall in axialer Richtung belastet und nehmen hohe Kräfte bei kleinem Federweg auf. Insbesondere wird durch die in die Schraubverbindung integrierte Ringscheibe im Falle eines Anpralls eines Kraftfahrzeugs an das System ein geringfügig zeitversetztes Ablösen der Schutzplanke vom Pfosten erreicht. Dies führt zu dem vorteilhaften Effekt, dass die beim Anprall auf das Fahrzeugrückhaltesystem wirkenden Längskräfte im Wesentlichen von den horizontalen Schutzplanken bzw. im Schutzplankenstrang und deren Verbindung aufgenommen werden. Die Anprallheftigkeit wird reduziert und die gewünschte Zugbandwirkung sichergestellt.The deformation behavior and the energy absorption capacity of a vehicle restraint system according to the invention are significantly improved. Nevertheless, a proven simple construction can be maintained. The deformation properties and the deformation behavior of the protective barrier strand are positively influenced by the impact element according to the invention such that a short-term buffering of peak loads takes place in the event of an impact. The impact elements in the form of conical annular discs are loaded in an impact in the axial direction and take high forces with a small spring travel. In particular, a slightly time-delayed detachment of the protective barrier from the post is achieved by the annular disk integrated in the screw connection in the event of a collision of a motor vehicle with the system. This leads to the advantageous effect that the forces acting on the vehicle restraint system during the impact longitudinal forces substantially from the horizontal guard rails or in the protective barrier strand and whose connection will be recorded. The impact severity is reduced and the desired tension effect is ensured.

Das Prallelement wird bei einem Anprall plastisch verformt. Hierdurch wird das Prallelement zunächst im unteren Bereich eingedrückt. In Folge dessen kippt der Stützbügel leicht in Richtung Fahrbahn und damit auch der Schutzplankenstrang. Im weiteren Verlauf wird der Pfosten vom Fahrzeug nach hinten, also von der Fahrbahn weg, gekippt. Dadurch löst sich der Schutzplankenstrang vom Pfosten. Durch das bzw. die eingegliederten Prallelemente wird der Abreißvorgang geringfügig zeitlich verzögert. Diese Zeitverzögerung führt dazu, dass die Zugbandwirkung länger und insbesondere in Längsrichtung stabiler erhalten bleibt. Daraus resultiert die Verbesserung des Wirkungsbereichs.The impact element is plastically deformed in an impact. As a result, the baffle element is first pressed in the lower area. As a result, the support bracket tilts slightly towards the road and thus also the protective barrier. In the course of the post from the vehicle to the rear, ie away from the roadway, tilted. As a result, the protective barrier dissolves from the post. By the incorporated impact elements or the tearing process is slightly delayed in time. This time delay causes the tension band effect longer and more stable, especially in the longitudinal direction. This results in the improvement of the impact area.

Vorteilhafte Ausgestaltungen und Weiterbildungen des erfindungsgemäßen Fahrzeugrückhaltesystems sind Gegenstand der abhängigen Ansprüche 2 bis 9. Besonders bevorzugt ist das Prallelement auf der fahrbahnseitigen Vorderseite des Pfostens angeordnet. Das Prallelement ist erfindungsgemäß zwischen Pfosten und Stützbügel eingegliedert. Die Öffnungsseite der Ringscheibe weist zur Fahrbahn. Die kegelförmige Ringscheibe ist schalenförmig ausgeführt und weist mit der offenen Seite zur Fahrbahn hin, wobei sich die Ringscheibe rückseitig des Stützbügels abstützt.Advantageous embodiments and further developments of the vehicle restraint system according to the invention are the subject matter of the dependent claims 2 to 9. Particularly preferably, the impact element is arranged on the road side front of the post. The baffle element according to the invention is incorporated between the post and the support bracket. The opening side of the annular disc points to the roadway. The conical annular disc is designed shell-shaped and points with the open side to the roadway, with the annular disc is supported on the back of the support bracket.

Das Prallelement liegt mit einer äußeren Auflagefläche am Stützbügel an.The impact element abuts with an outer bearing surface on the support bracket.

Es kann mehr als nur eine Ringscheibe in eine Schraubverbindung eingegliedert sein. Möglich ist es, ein Scheibenpaket aus einzelnen Ringscheiben zu bilden. Diese können gleichsinnig oder wechselsinnig geschichtet sein. Bei gleichsinniger Schichtung wird die Federkraft vergrößert. Bei wechselsinniger Schichtung vergrößert sich der Federweg.There may be more than just an annular disc incorporated in a screw connection. It is possible to form a disk package of individual annular disks. These can be layered in the same direction or alternating. In the same direction stratification, the spring force is increased. With alternating interior layering, the travel increases.

Das erfindungsgemäße Fahrzeugrückhaltesystem ist besonders vorteilhaft auf Bauwerken, wie beispielsweise Brücken bzw. Brückenköpfen oder anderen ein Fundament, insbesondere ein Betonfundament, aufweisenden Bauwerken. Hierzu sind die Pfosten bodenseitig mit Montageelementen versehen. Insbesondere sind bodenseitig Standfüße oder Montageplatten an den Pfosten gefügt. Mittels der Montageelemente erfolgt eine Festigung der Pfosten auf Bauwerken.The vehicle restraint system according to the invention is particularly advantageous on buildings, such as bridges or bridgeheads or other a foundation, in particular a concrete foundation, having structures. For this purpose, the posts are provided on the bottom side with mounting elements. In particular are on the bottom feet or mounting plates joined to the posts. By means of the mounting elements is a consolidation of the posts on buildings.

Grundsätzlich kann das erfindungsgemäße Fahrzeugrückhaltesystem aber auch entlang von Fahrbahnen angeordnet werden, bei denen die Pfosten in den Boden gerammt sind. Dementsprechend sind die Pfosten zum Einrammen im Boden ausgelegt.In principle, however, the vehicle restraint system according to the invention can also be arranged along roadways in which the posts are rammed into the ground. Accordingly, the posts are designed for ramming in the ground.

Der wesentliche Aspekt der Erfindung sind die kegelförmigen Ringscheiben, die in axialer Richtung belastet werden. Bei einem Anstoß dämpfen sie die Belastungsspitzen und bewirken den erfindungsgemäß angestrebten Effekt. Insbesondere führt die Integration der Prallelemente in Form von kegelförmigen Ringscheiben zu einer Verbesserung des Aufhaltevermögens und einer Verringerung des Wirkungsbereichs. Weiterhin kann der ASI-Wert reduziert werden. ASI steht für Acceleration Severity Index, sinngemäß dem "Schweregrad der Beschleunigung im Fahrzeuginneren". Der ASI-Wert stellt einen Index für die Insassensicherheit dar. Die bereits weiter vorne angesprochenen Anfahrversuche haben hinsichtlich des ASI-Wertes zu dem Ergebnis geführt, dass das erfindungsgemäße Fahrzeugrückhaltesystem in die Stufe ASI A eingestuft wird. Der Wert ASI A stellt dabei die beste Insassensicherheit dar. Konkret wurde ein ASI-Wert von 0,96 erreicht. Das bedeutet, der ASI-Wert wurde gegenüber vergleichbaren Systemen ohne Prallelement um 0,04 verbessert.The essential aspect of the invention are the conical annular discs, which are loaded in the axial direction. Upon impact, they dampen the load peaks and cause the effect sought according to the invention. In particular, the integration of the impact elements in the form of conical annular disks leads to an improvement in the retention capacity and a reduction in the range of action. Furthermore, the ASI value can be reduced. ASI stands for Acceleration Severity Index, meaning the "degree of in-vehicle acceleration". The ASI value represents an occupant safety index. The ASE value already mentioned above has led to the conclusion that the vehicle restraint system according to the invention is classified as ASI A. The value ASI A represents the best occupant safety. Specifically, an ASI value of 0.96 was achieved. This means that the ASI value has improved by 0.04 compared to comparable systems without impact element.

Die kegelförmigen Ringscheiben, die im Rahmen der Erfindung zum Einsatz gelangend, bestehen aus Stahlwerkstoffen. Die Ringscheiben besitzen eine Scheibendicke zwischen 1,5 mm und 3,5 mm, insbesondere von 2,5 mm.The conical annular discs, which are used in the invention, are made of steel materials. The annular disks have a disk thickness between 1.5 mm and 3.5 mm, in particular of 2.5 mm.

Weiterhin ist es von Vorteil, wenn die Ringscheibe eine Scheibendicke besitzt, welche der Wandstärke einer Schutzplanke entspricht mit einer Abweichung von +/-25 %.Furthermore, it is advantageous if the annular disc has a disk thickness which corresponds to the wall thickness of a guardrail with a deviation of +/- 25%.

Ein weiterer Aspekt sieht vor, dass das Prallelement einen Außendurchmesser besitzt und die Schutzplanke einen rückwärtigen Bodensteg besitzt. Der Bodensteg weist eine vertikale Länge auf. Der Außendurchmesser des Prallelementes ist zur vertikalen Länge des Bodenstegs in einem Verhältnis zwischen 1:1 und 1:3 bemessen. Auch diese Maßnahme trägt wirksam zu einer Unterstützung der angestrebten Energieabsorption und Deformations- bzw. Pufferwirkung bei.Another aspect provides that the baffle element has an outer diameter and the guardrail has a rear floor land. The bottom land has a vertical length. The outer diameter of the baffle element is in the ratio of between 1: 1 and 1: 3 relative to the vertical length of the bottom web sized. This measure also contributes effectively to support the desired energy absorption and deformation or buffer effect.

Die Ringscheibe kann bei Belastung bzw. Anprall eine pendelartige Bewegung ausführen. Die Pendelbewegung unterstützt die zeitversetzte Ablösung des Schutzplankenstrangs von den Pfosten.The annular disc can perform a pendulum-like movement under load or impact. The pendulum movement supports the time-delayed detachment of the protective barrier from the posts.

Eine weitere vorteilhafte Ausgestaltung sieht vor, dass die Schraubverbindung eine vordere Decklasche umfasst, welche fahrbahnseitig an der Schutzplanke anliegt. Das Prallelement besitzt einen Außendurchmesser, wobei der Außendurchmesser des Prallelementes und die vertikale Länge der Decklasche in einem Verhältnis zwischen 1:1 und 1:2, insbesondere 1:1, 2 und 1:1,5 bemessen sind.A further advantageous embodiment provides that the screw connection comprises a front cover flap, which bears against the guard rail on the roadway side. The impact element has an outer diameter, wherein the outer diameter of the impact element and the vertical length of the cover plate in a ratio between 1: 1 and 1: 2, in particular 1: 1, 2 and 1: 1.5 are dimensioned.

Weiterhin kann die Ringscheibe eine in Längsrichtung der Schraubverbindung gemessene Scheibenhöhe besitzen, welche zwischen 2,5 mm und 6 mm bemessen ist. Insbesondere besitzt die Ringscheibe eine Scheibenhöhe zwischen 3,5 mm und 4 mm. Praktische Versuche haben zu vorteilhaften Ergebnissen geführt mit Ringscheiben, die eine Scheibenhöhe von 4 mm besitzen.Furthermore, the annular disc may have a measured in the longitudinal direction of the screw disc height, which is dimensioned between 2.5 mm and 6 mm. In particular, the annular disc has a disc height between 3.5 mm and 4 mm. Practical experiments have led to advantageous results with ring disks having a disk height of 4 mm.

Ein vorteilhafter Aspekt kann weiterhin dadurch erreicht werden, dass das Prallelement innerhalb der Schraubverbindung maximal handfest vorgespannt ist und die Vorspannung maximal 10 Nm beträgt.An advantageous aspect can furthermore be achieved in that the baffle element is pretensioned maximum hand-tight within the screw connection and the pretensioning is at most 10 Nm.

Ein weiterer Vorteil der erfindungsgemäßen Lösung besteht darin, dass eine nachträgliche Ertüchtigung auf alle bestehenden Systeme mit Pfosten und Schutzplankenkonstruktionen ohne erheblichen Aufwand möglich ist. Dies betrifft alle Aufhaltestufen von N2 bis H4B.Another advantage of the solution according to the invention is that a subsequent upgrade to all existing systems with posts and guard rail construction without considerable effort is possible. This applies to all containment levels from N2 to H4B.

Die Erfindung ist nachfolgend anhand von in den Zeichnungen dargestellten Ausführungsbeispielen näher beschrieben. Es zeigen:

Figur 1
einen Ausschnitt aus einem Fahrzeugrückhaltesystem in der Ansicht;
Figur 2
die Darstellung der Figur 1 in einer Draufsicht;
Figur 3
eine Seitenansicht auf das Fahrzeugrückhaltesystem mit Stützbügel und Leitplanke Profil A;
Figur 4
ein Detail des Fahrzeugrückhaltesystem im Verbindungsbereich zwischen zwei Schutzplanken in einer perspektivischen Ansicht von Vorne;
Figur 5
den Verbindungsbereich entsprechend der Darstellung von Figur 4 in einer perspektivische Ansicht von Hinten;
Figur 6
eine Seitenansicht auf ein Fahrzeugrückhaltesystem mit Stützbügel und Leitplanke Profil A;
Figur 7
eine vergrößerte Darstellung des Ausschnitts X der Figur 6;
Figur 8
eine Seitenansicht auf ein Fahrzeugrückhaltesystem mit Stützbügel und Leitplanke Profil B;
Figur 9
eine vergrößerte Darstellung des Ausschnitts Y der Figur 8 und
Figur 10a) bis c)
eine erfindungsgemäß zum Einsatz gelangende kegelförmige Ringscheibe in drei verschiedenen Ansichten.
The invention is described below with reference to exemplary embodiments illustrated in the drawings. Show it:
FIG. 1
a section of a vehicle restraint system in the view;
FIG. 2
the representation of FIG. 1 in a plan view;
FIG. 3
a side view of the vehicle restraint system with support bracket and guard rail profile A;
FIG. 4
a detail of the vehicle restraint system in the connection area between two guard rails in a perspective view from the front;
FIG. 5
the connection area according to the representation of FIG. 4 in a perspective view from behind;
FIG. 6
a side view of a vehicle restraint system with support bracket and guard rail profile A;
FIG. 7
an enlarged view of the section X the FIG. 6 ;
FIG. 8
a side view of a vehicle restraint system with support bracket and guard rail profile B;
FIG. 9
an enlarged view of the section Y of FIG. 8 and
FIGS. 10 a) to c)
an inventively used conical annular disc in three different views.

Die Figuren 1 bis 9 zeigen ein Fahrzeugrückhaltesystem 1 in der Bauart einfache Schutzplanke ESP, wie es zum Beispiel am Rand einer von Kraftfahrzeugen befahrenen Fahrbahn FB am Boden B auf einem Bauwerk BW mit einem Betonfundament montiert zum Einsatz gelangt.The FIGS. 1 to 9 show a vehicle restraint system 1 in the design simple guard rail ESP, as for example, at the edge of a road used by motor vehicles FB on the ground B on a building BW mounted with a concrete foundation used.

Das Fahrzeugrückhaltesystem 1 besteht aus einem Schutzplankenstrang 2 aus lösbar aneinander gesetzten und miteinander verbundenen Schutzplanken 3, 4 und den Schutzplankenstrang 2 tragenden, im Querschnitt C-förmigen Pfosten 5. Bodenseitig bzw. fundamentseitig sind die Pfosten 5 mit Montageelementen 6 in Form von Fußplatten versehen. Mithilfe von Verbindungselementen 7, insbesondere Schraubbolzen oder Schraubanker, werden die Pfosten 5 mittels der Montageelemente 6 auf dem Boden B bzw. dem Bauwerk BW festgelegt.The vehicle restraint system 1 consists of a protective barrier 2 of releasably juxtaposed and interconnected guard rails 3, 4 and the guard rail 2 supporting, in cross-section C-shaped post 5. Bodenseitig or fundamentally, the posts 5 are provided with mounting elements 6 in the form of foot plates. By means of connecting elements 7, in particular bolts or screw anchors, the posts 5 are fixed by means of the mounting elements 6 on the floor B or the building BW.

Die Schutzplanken 3, 4 sind am oberen Ende 8 der Pfosten 5 festgelegt. Die sich endseitig überlappenden Schutzplanken 3, 4 werden mit Hilfe von Schraubverbindungen 9 miteinander verbunden. Die Befestigung der Schutzplanken 3, 4 an den Pfosten 5 erfolgt unter Zwischenschaltung von Zwischenprofilen in Form von U-förmigen Stützbügeln 10 bzw. 11 (siehe hierzu auch Figuren 6 und 8). Die Schutzplanken 3, 4 und die Stützbügel 10, 11 sind über Schraubverbindungen 12 an den Pfosten 5 festgelegt. Die Schraubverbindungen 12 umfassen Schraubbolzen 13, Schraubmuttern 14 sowie eine fahrbahnseitige vordere Decklasche 15 und eine auf der Rückseite des vorderen Stegs 16 des Pfostens 5 angeordnete hintere Decklasche 17. Der Schraubbolzen 13 ist durch Montageöffnungen 18 und 19 in den Schutzplanken 3, 4 bzw. den Stützbügeln 10, 11 sowie eine Montageöffnung 20 in Form eines Langloches im vorderen Steg 16 des Pfostens 5 geführt. Die vordere Decklasche 15 und die hintere Decklasche 17 weisen ebenfalls Montageöffnungen 21 bzw. 22 auf, welche von dem Schraubbolzen 13 durchsetzt sind. Die Figuren 6 bis 9 zeigen ferner, dass in die Schraubverbindung 12 ein Prallelement in Form einer kegelförmigen Ringscheibe 23 eingegliedert ist. Innerhalb der Schraubverbindung 12 ist die Ringscheibe 23 mit maximal 10 Nm vorgespannt.The guard rails 3, 4 are set at the upper end 8 of the post 5. The end overlapping guard rails 3, 4 are connected by means of screw 9 together. The attachment of the guard rails 3, 4 to the post 5 takes place with the interposition of intermediate profiles in the form of U-shaped support brackets 10 and 11 (see also FIGS. 6 and 8 ). The guard rails 3, 4 and the support bracket 10, 11 are fixed by screw 12 to the post 5. The screw 12 include threaded bolts 13, screw nuts 14 and a roadside front cover flap 15 and arranged on the back of the front web 16 of the post 5 rear cover flap 17. The bolt 13 is through mounting holes 18 and 19 in the guard rails 3, 4 and Support brackets 10, 11 and a mounting hole 20 in the form of an elongated hole in the front web 16 of the post 5 out. The front cover flap 15 and the rear cover flap 17 also have mounting openings 21 and 22, which are penetrated by the bolt 13. The FIGS. 6 to 9 show further that in the screw 12 a baffle element is incorporated in the form of a conical annular disc 23. Within the screw 12, the annular disc 23 is biased with a maximum of 10 Nm.

Bei dem Fahrzeugrückhaltesystem 1 gemäß den Figuren 1 bis 7 kommt eine Schutzplanke 3 im Profil B (Bethlehem) zum Einsatz. Der Stützbügel 10 in der Bauart Profil B, wie in der Figur 3 sowie den Figuren 5 und 6 ersichtlich, ist U-förmig konfiguriert mit einem vertikal ausgerichteten Steg 24 und zwei hiervon schräg nach vorne in Richtung zur Schutzplanke 3 abstehenden Schenkeln 25.In the vehicle restraint system 1 according to the FIGS. 1 to 7 a protective barrier 3 in profile B (Bethlehem) is used. The support bracket 10 in the design profile B, as in the FIG. 3 as well as the Figures 5 and 6 can be seen, U-shaped configured with a vertically oriented web 24 and two thereof obliquely forward toward the protective barrier 3 projecting legs 25th

Bei dem Fahrzeugrückhaltesystem 1 gemäß der Darstellung von Figur 8 und 9 handelt es sich um eine Schutzplanke 4 im Profil A (Armcor). Der Stützbügel 11 Profil A gemäß der Figur 8 ist U-förmig konfiguriert mit einem in Einbaulage vertikal ausgerichteten Steg 26 und zwei hiervon in Richtung zur Schutzplanke 3 orthogonal abstehenden Schenkeln 27.In the vehicle restraint system 1 as shown in FIG FIGS. 8 and 9 it is a protective barrier 4 in profile A (Armcor). The support bracket 11 profile A according to FIG. 8 is U-shaped configured with a vertically oriented in the installed position web 26 and two thereof in the direction of the protective barrier 3 orthogonally projecting legs 27th

Die Schutzplanken 3, 4 und die Stützbügel 10, 11 sind jeweils mittels einer Schraubverbindung 12 an einem Pfosten 5 festgelegt. In die Schraubverbindung 12 ist das Prallelement eingegliedert. Das Prallelement ist eine kegelförmige Ringscheibe 23, nämlich eine Tellerfeder. Man erkennt, dass die Ringscheibe 23 auf der fahrbahnseitigen Vorderseite 28 eines Pfostens 5 angeordnet ist. Hierbei ist das Prallelement bzw. die Ringscheibe 23 zwischen Pfosten 5 und Stützbügel 10 bzw. 11 eingegliedert, wobei die konkave Öffnungsseite 29 der Ringscheibe 23 zur Fahrbahn FB hin weist. Diese Anordnung und die Kegelform der Ringscheibe unterstützt eine gewollte Pendelbewegung der Schutzplanken 3, 4 bzw. des Schutzplankenstrangs 2 am Pfosten 5 im Falle eines Anpralls. Hierbei liegt die Ringscheibe 23 mit einer äußeren Anlagefläche 30 am Stützbügel 10, 11 an. Die Rückseite 31 der Ringscheibe 23 liegt am Pfosten 5 an. Die als Langloch ausgeführte Montageöffnung 20 im vorderen Steg 16 des Pfostens 5 hat eine geringere Breite als Höhe, so dass sich die Ringscheibe 23 mit ihren gegenüber der Breite der Montageöffnung 20 überstehenden Bereiche der Rückseite 31 am Pfosten 5 abstützt.The guard rails 3, 4 and the support bracket 10, 11 are each fixed by means of a screw 12 to a post 5. In the screw 12, the baffle element is incorporated. The baffle element is a conical annular disc 23, namely a plate spring. It can be seen that the annular disc 23 on the road-side front 28 of a post 5 is arranged. Here, the baffle element or the annular disc 23 is incorporated between post 5 and support bracket 10 and 11, wherein the concave opening side 29 of the annular disc 23 to the carriageway FB points. This arrangement and the conical shape of the annular disc supports a voluntary pendulum movement of the guard rails 3, 4 and the guard rail 2 on the post 5 in the event of an impact. Here, the annular disc 23 is located with an outer bearing surface 30 on the support bracket 10, 11. The back 31 of the annular disc 23 abuts the post 5. The executed as an elongated hole mounting hole 20 in the front web 16 of the post 5 has a smaller width than height, so that the annular disc 23 is supported with its respect to the width of the mounting hole 20 protruding portions of the back 31 on the post 5.

Eine kegelförmige Ringscheibe 23 ist näher zu erkennen in den Darstellungen der Figur 10a) bis 10c). Die Ringscheibe 23 besteht aus einem Stahlwerkstoff und weist eine Scheibendicke t zwischen 1,5 mm und 2,5 mm auf. Insbesondere hat die Ringscheibe 23 eine Scheibendicke t von 2,5 mm. Die Scheibendicke t entspricht der Wandstärke s einer Schutzplanke 3 bzw. 4 +/- 25 %. In Längsrichtung der Schraubverbindung 12 weist die Ringscheibe 23 eine Scheibenhöhe h auf, welche zwischen 2,5 mm und 6 mm bemessen ist. Bei praktischen Anfahrversuchen wurde eine Ringscheibe 23 eingesetzt mit einer Scheibenhöhe h von 4 mm. Der Außendurchmesser da der Ringscheibe 23 betrug 32,3 mm. Der Innendurchmesser di der Ringscheibe 23, gemessen an der inneren Öffnung 32, beträgt 17 mm.A conical annular disc 23 can be seen in more detail in the illustrations of Figure 10a) to 10c ). The annular disk 23 is made of a steel material and has a disk thickness t between 1.5 mm and 2.5 mm. In particular, the annular disc 23 has a disk thickness t of 2.5 mm. The pane thickness t corresponds to the wall thickness s of a protective barrier 3 or 4 +/- 25%. In the longitudinal direction of the screw 12, the annular disk 23 has a disk height h, which is dimensioned between 2.5 mm and 6 mm. In practical Anfahrversuchen an annular disc 23 was used with a disk height h of 4 mm. The outer diameter d a of the annular disc 23 was 32.3 mm. The inner diameter d i of the annular disk 23, measured at the inner opening 32, is 17 mm.

Die vordere Decklasche 15 liegt fahrbahnseitig am Bodensteg 33 der Schutzplanke 3, 4 an. Die Decklasche 15 besitzt eine vertikale Länge l1. Die vertikale Länge l1 der vorderen Decklasche 15 ist größer als der Außendurchmesser da der Ringscheibe 23. Grundsätzlich kann der Außendurchmesser da der Ringscheibe 23 und die vertikale Länge l1 der Decklasche 15 in einem Verhältnis zwischen 1:1 und 1:2, insbesondere 1:1,2 und 1:1,5, bemessen sein.The front cover flap 15 is on the road side on the bottom web 33 of the protective barrier 3, 4 at. The cover flap 15 has a vertical length l1. The vertical length l1 of the front cover flap 15 is greater than the outer diameter d a of the annular disc 23. Basically, the outer diameter d a of the annular disc 23 and the vertical length l1 of the cover flap 15 in a ratio between 1: 1 and 1: 2, in particular 1 : 1.2 and 1: 1.5, be measured.

Weiterhin ist der Außendurchmesser da der Ringscheibe 23 zur vertikalen Länge l2 des Bodenstegs 33 einer Schutzplanke 3, 4 in einem Verhältnis zwischen 1:1 und 1:3 bemessen.Furthermore, the outer diameter d a of the annular disc 23 to the vertical length l2 of the bottom web 33 of a protective barrier 3, 4 in a ratio between 1: 1 and 1: 3 dimensioned.

Die in die Schraubverbindungen 12 integrierten, als Prallelemente wirkenden kegelförmigen Ringscheiben 23 puffern bei einem Anprall Lastspitzen ab. Dies führt zu einem zeitversetzten Ablösen der Schutzplanken 3, 4 vom Pfosten 5. Das Zugband des Schutzplankenstrangs 2 bleibt erhalten bei einem sehr guten Aufhaltevermögen der Aufhaltestufe H1 und einem Wirkungsbereich von W2 sowie einem ASI A kleiner als 1.The cone-shaped annular disks 23, which are integrated in the screw connections 12 and act as impact elements, buffer load peaks in the event of an impact. This leads to a time-delayed detachment of the guard rails 3, 4 from the post 5. The tension band of the guard rail 2 is maintained at a very good retention of the containment level H1 and an area of action of W2 and an ASI A less than 1.

Bezugszeichen:Reference numerals:

1 -1 -
FahrzeugrückhaltesystemVehicle restraint system
2 -2 -
SchutzplankenstrangA protective barrier
3 -3 -
Schutzplankeguardrail
4 -4 -
Schutzplankeguardrail
5 -5 -
Pfostenpost
6 -6 -
Montageelementmounting element
7 -7 -
Verbindungselementconnecting element
8 -8th -
oberes Ende v. 5upper end v. 5
9 -9 -
Schraubverbindungscrew
10 -10 -
Stützbügelsupport bracket
11 -11 -
Stützbügelsupport bracket
12 -12 -
Schraubverbindungscrew
13 -13 -
Schraubbolzenbolts
14 -14 -
Schraubmutternut
15 -15 -
vordere Decklaschefront flap
16 -16 -
Steg v. 5Bridge v. 5
17 -17 -
hintere Decklascherear flap
18 -18 -
Montageöffnungmounting hole
19 -19 -
Montageöffnungmounting hole
20 -20 -
Montageöffnungmounting hole
21 -21 -
Montageöffnungmounting hole
22 -22 -
Montageöffnungmounting hole
23 -23 -
Ringscheibewasher
24 -24 -
Stegweb
25 -25 -
Schenkelleg
26 -26 -
Stegweb
27 -27 -
Schenkelleg
28 -28 -
Vorderseite v. 5Front v. 5
29 -29 -
Öffnungsseite v. 23Opening page v. 23
30 -30 -
Anlagefläche v. 10, 11Investment area v. 10, 11
31 -31 -
Rückseite v. 23Backside v. 23
32 -32 -
Öffnung v. 23Opening v. 23
33 -33 -
Bodenstegbottom web
BW -BW -
Bauwerkbuilding
FB -FB -
Fahrbahnroadway
B -B -
Bodenground
t -t -
Scheibendickeslice thickness
s -s -
WandstärkeWall thickness
h -H -
Scheibenhöhepane height
l1 -l1 -
Länge v. 15Length v. 15
l2 -l2 -
Länge v. 31Length v. 31
da -d a -
Außendurchmesserouter diameter
di -d i -
InnendurchmesserInner diameter

Claims (9)

  1. Vehicle barrier system for placing at the side of a road, which comprises posts (5) which can be fixed to the ground (B) and a string of protective panels (2) arranged along the posts (5) consisting of connected protective panels (3, 4), wherein a u-shaped support bracket (10, 11) is arranged between a post (5) and a protective panel (3, 4), wherein the protective panel (3, 4) and the support bracket (10, 11) are secured jointly to the post (5) by means of a screw connection (12), wherein at least one impact element in the form of a conical washer (23), which is designed in the form of a shell-like galvanised cup spring made from a steel material, is incorporated into the screw connection (12), wherein the washer (23) is integrated between the post (5) and support bracket (10, 11) and the opening side (29) of the washer (23) points towards the road (FB) in the assembled state, characterised in that the washer (23) on its opening side pointing towards the road bears with an outer bearing surface (30) on the rear side, i.e. on a side of the support bracket (10, 11) facing away from the road.
  2. Vehicle barrier system according to claim 1, characterised in that the washer (23) is arranged on the road-side front (28) of the post (5).
  3. Vehicle barrier system according to claim 1 or 2, characterised in that the posts (5) have mounting elements (6) on the ground side, wherein the mounting elements (6) are designed for securing the posts (5) to building structures (BW).
  4. Vehicle barrier system according to at least one of claims 1 to 3, characterised in that the posts are designed to be rammed into the ground.
  5. Vehicle barrier system according to at least one of claims 1 to 4, characterised in that the washer (23) has a thickness (t) of between 1.5 mm and 3.5 mm, in particular 2.5 mm.
  6. Vehicle barrier system according to at least one of claims 1 to 5, characterised in that the washer (23) has a thickness (t) and the thickness corresponds to the wall thickness (s) of the protective panel (3, 4) +/- 25%.
  7. Vehicle barrier system according to at least one of claims 1 to 6, characterised in that the washer (23) has an external diameter (da) and the protective panel (3, 4) has a rear base web (33) with a vertical length (l2) of the base web (33), wherein the external diameter (da) of the washer (23) relative to the vertical length (l2) of the base web (33) is in a ratio of between 1:1 and 1:3.
  8. Vehicle barrier system according to at least one of claims 1 to 7, characterised in that the screw connection (12) comprises a front cover plate (15), which bears on the protective panel (3, 4) on the road side and the washer (23) has an external diameter (da), wherein the external diameter (da) of the washer (23) and the vertical length (l1) of the cover plate (15) are in a ratio of between 1:1 and 1:2, in particular 1:1.2 and 1:1.5.
  9. Vehicle barrier system according to at least one of claims 1 to 8, characterised in that the washer (23) in the mounted state has a height (h) measured in the longitudinal direction of the screw connection (12) which is between 2.5 mm and 6.0 mm, in particular between 3.5 mm and 5.0 mm.
EP15169474.2A 2014-06-04 2015-05-27 Vehicle retention system Active EP2952630B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15169474T PL2952630T3 (en) 2014-06-04 2015-05-27 Vehicle retention system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014107874.8A DE102014107874A1 (en) 2014-06-04 2014-06-04 Vehicle restraint system

Publications (2)

Publication Number Publication Date
EP2952630A1 EP2952630A1 (en) 2015-12-09
EP2952630B1 true EP2952630B1 (en) 2017-02-22

Family

ID=53365777

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15169474.2A Active EP2952630B1 (en) 2014-06-04 2015-05-27 Vehicle retention system

Country Status (4)

Country Link
EP (1) EP2952630B1 (en)
DE (1) DE102014107874A1 (en)
ES (1) ES2621081T3 (en)
PL (1) PL2952630T3 (en)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1199306B (en) * 1962-01-02 1965-08-26 Neher Maschf A Fixing of the spars of roadside crash barriers
DE1867455U (en) * 1962-12-01 1963-02-21 Pass & Co DETACHABLE FASTENING FOR ROAD EDGE GUIDELINES MADE OF STEEL SHEET PROFILES ON POST.
DE1959004A1 (en) 1969-11-25 1971-05-27 Josef Wertmann Device for fastening a road crash barrier to a post
JPS61198317U (en) * 1985-05-29 1986-12-11
DE20106675U1 (en) 2001-04-19 2001-06-21 Spig Schutzplanken Prod Gmbh Guardrail arrangement for motor vehicle-lined roadways lined with trees or similar objects
US20080083914A1 (en) * 2004-07-19 2008-04-10 Ochoa Carlos M Posts and release mechanism for highway safety structures
DE102004039732A1 (en) 2004-08-17 2006-02-23 Man Roland Druckmaschinen Ag Color film coating device for use in printing unit of rotary printing press, has roll coater whose supply and differential speed between backing roller and coater are controlled based on magnetic field strength of magnet within roller
DE102006001980A1 (en) * 2005-09-13 2007-03-22 Durabel Baubedarf Gmbh Traffic-guide assembly
DE202006010573U1 (en) 2006-07-06 2006-09-07 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Steel crash barrier rail has W-shaped cross-section with central trough and peaks on either side, upper and lower edges of rail being made up of base section and outer section
DE102008039850B3 (en) 2008-08-27 2010-03-25 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Vehicle restraint system
KR101085888B1 (en) * 2008-12-29 2011-11-23 황창조 Shock absorbing device of guard rail
PL2333159T3 (en) 2009-12-03 2012-08-31 Volkmann & Rossbach Gmbh & Co Kg Crash barrier

Also Published As

Publication number Publication date
ES2621081T3 (en) 2017-06-30
PL2952630T3 (en) 2017-08-31
DE102014107874A1 (en) 2015-12-17
EP2952630A1 (en) 2015-12-09

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