EP3222781B1 - Energy absorbing vehicle restraint system - Google Patents

Energy absorbing vehicle restraint system Download PDF

Info

Publication number
EP3222781B1
EP3222781B1 EP16162046.3A EP16162046A EP3222781B1 EP 3222781 B1 EP3222781 B1 EP 3222781B1 EP 16162046 A EP16162046 A EP 16162046A EP 3222781 B1 EP3222781 B1 EP 3222781B1
Authority
EP
European Patent Office
Prior art keywords
damping
restraint system
vehicle restraint
rows
energy absorbing
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
EP16162046.3A
Other languages
German (de)
French (fr)
Other versions
EP3222781A1 (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 EP16162046.3A priority Critical patent/EP3222781B1/en
Publication of EP3222781A1 publication Critical patent/EP3222781A1/en
Application granted granted Critical
Publication of EP3222781B1 publication Critical patent/EP3222781B1/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
    • 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

Definitions

  • the invention relates to an energy absorbing vehicle restraint system in front of an obstacle located laterally on roads.
  • Obstacles adjacent to the road in particular solid concrete walls, e.g. At tunnel entrances or in tunnels, there is a potential danger to vehicles and their occupants and they must be protected in order to avoid greater damage to the vehicles and their occupants.
  • the invention is therefore an object of the invention to provide an improved energy absorbing vehicle restraint system that provides a good damping function even in tight spaces, as found in tunnels, and simultaneously allows for a lateral approach controlled deriving.
  • an energy absorbing vehicle restraint system with retention device is arranged at a distance;
  • the retaining device has damping units, which are each arranged behind one another in the direction of travel in three parallel juxtaposed longitudinal rows; the damping units are indirectly or directly on the ground and are movable in the direction of travel; means for end-supporting the retainer; at least one guide device running in the direction of travel, which in the case of a laterally acting force component counteracts lateral deflection of the retaining device, at least one of the longitudinal rows of which forms the guide device Guide rail assembly is guided laterally.
  • the embodiment according to the invention provides sufficient energy absorption for an impact occurring essentially in the direction of travel and, on the other hand, for a lateral approach, allows a controlled advancement of a vehicle back onto the roadway.
  • This continuing is made possible by the guide rail assembly, which counteracts a lateral deflection of the entire system.
  • the at least one rail holds the system in place and functionally allows its displacement in the event of a vehicle impact only in the direction of travel.
  • a high reduction of the impact velocity is provided by the inventive construction in an impact on the head end of the device. Even in the event of a lateral impact, the deformability of the device contributes to a reduction in the speed, the extent depending on the impact angle-at a steep impact angle, the reduction in speed is greater than at a low impact angle.
  • a guide rail arrangement is arranged on each of the longitudinal rows, against which the damping units of the respective row bear against a region facing away from the roadway.
  • Such an arrangement causes lateral impact forces to be absorbed across the entire width of the retainer at each damper row and introduced into the floor without the device being displaced laterally.
  • a vehicle can be returned to the roadway to some extent passively controlled.
  • the contact between the guide rail and a damping unit depends on the type of damping unit.
  • the damping unit may have a foot construction, with which the damping unit on a ground or ground stands. Alternatively, a damping unit can stand directly on the ground or on a slide rail arrangement without a special foot construction.
  • the rail assembly consists of angle iron and anchored in the ground.
  • the angle iron are fixed with one leg on the ground, while the other free leg at an angle from the top and offers a facility for the associated series of damping units.
  • damping units in at least one longitudinal row are behind each other, thus ten transverse rows are formed, and the damping units in the transverse rows 7, 8 and 9 in the end of the retainer before the last transverse row 10 before the obstacle are higher than in the remaining area.
  • the stated number of 10 successive damping units provides a sufficient energy absorption capacity in the longitudinal direction, while the number of three longitudinal rows provides a sufficient rigidity in the transverse direction, which is further increased by the rails, this inherent rigidity. Due to the greater height of the damping elements in said rear transverse rows damping capacity is provided at this location and above the height of the preceding damping units, which engages in the last third of the impact process in the damping.
  • At least the front transverse rows 1 to 5 a have lower energy absorption than the following transverse rows.
  • At least certain of these damping units referred to below damping units are equipped with an inner and / or outer reinforcing structure, so that they according to the invention provide a higher energy absorption than previous or subsequent transverse rows.
  • the damping units may preferably consist of damping tubes, wherein the damping tubes of at least certain transverse rows of damping units, which provide a higher energy absorption than previous or subsequent transverse rows, are formed with a thicker wall thickness than the damping tubes 1 to 5; the latter can be equipped with a lower energy absorption.
  • the restraint device is supported on the obstacle after the last damping unit of the roadway-near longitudinal row with a discharge support.
  • Adjacent damping units are interconnected by means of connecting elements and support plates, wherein the support plates are arranged at a distance equal to or smaller than the diameter of a damping unit in pairs parallel and symmetrical to the longitudinal axis of symmetry of the rows between two successive adjacent damping units.
  • damping units and the support plates and the means for end-supporting the retainer of the obstacle are made of weldable material steel and the damping units on the one hand and the connecting elements and support plates on the other hand at their touch and connection lines with an associated wall portion of the damping unit in the longitudinal direction by welding connected to each other. This results in a compact unit that can be delivered prefabricated the site.
  • damping units which transversely contact one another along adjacent generatrices are used by means of a detachable connection, e.g. Screw or wedge connection are interconnected.
  • FIG. 1 an energy-absorbing vehicle restraint system 1 according to the invention is shown in a perspective view in a tunnel bay with a front end centering car.
  • the tunnel bay is an extension in the tunnel wall, which extends over a predetermined distance along the roadway.
  • the tunnel bay has at each end transverse walls, which constitute an obstacle 2.
  • the energy absorbing vehicle restraint system 1 is arranged at a distance in front of the obstacle 2 and has a retaining device 3 with Damping units 4 on. These are each successively arranged in the direction of travel in three parallel juxtaposed longitudinal rows 5.1, 5.2 and 5.3.
  • the damping units 4 are formed in the illustrated embodiment example of upstanding damping tubes that are directly or indirectly on the ground or a train and deform in an impact. During the impact, the deformed damping tubes can shift in the direction of travel.
  • the attenuation units 4 designed as damping tubes can each have a foot which slides on the ground or they can also stand with their lower edge directly on the ground or said path in an alternative embodiment.
  • a means for end-support 6 is arranged. It consists of a wedge construction between the damping tubes of the last transverse row 9.10 and is anchored in the ground (see FIG. Fig. 3 ).
  • a running in the direction of travel guide means 7 is shown, which consists in the illustrated embodiment of a guide rail arrangement with three guide rails 7.1, 7.2 and 7.3.
  • the guide rails 7.1, 7.2, 7.3 are in this embodiment of angle iron and are anchored in the ground. As a result of this anchoring in the ground, the guide rails counteract in the case of a laterally acting force component lateral deflection of the retaining device.
  • the guide rails can be provided to fasten the guide rails by means of a bolt-bolt arrangement in the ground, wherein in the guide rails each extending transversely to the direction of travel fastening slot can be formed, so that in a lateral impact first a frictional connection is made and in the further course of lateral impact the positive connection acts.
  • the guide rails are in the in Fig.2 example arranged so close to the feet of the damping units that these feet come to rest with a side portion of the rails and so in a side impact of a Prevent vehicle evasive sideways movement of the retainer.
  • the guide rails can also be in a positive engagement with a suitably designed area on the foot.
  • an embodiment may be provided in which the guide rails are in contact with the lower edge of the damping tubes.
  • At least one of the longitudinal rows of damping tubes is laterally guided by the rail arrangement forming the guide device.
  • a guide rail is provided for each of the three rows of damping elements.
  • This in Fig.1 illustrated embodiment has in the transverse rows 7, 8, and 9 damping units 7, which are higher than those in the transverse rows 1-6 or in transverse row 10. Due to the greater height, a higher energy absorption capacity can be provided. This higher capacity is particularly advantageous when a vehicle should be raised as a result of the impact and its center of gravity should be in the upper region or above the preceding damping tubes.
  • the damping units of the transverse rows 6 - 9 are equipped with a higher energy absorption than the preceding or the following transverse row (s), so that the front transverse rows 1 to 5 provide a lower energy absorption.
  • damping units 4 of the transverse rows 6-9 are equipped for the stated purpose with an inner reinforcing structure 10 inserted in the damping tube.
  • an inner reinforcing structure 10 inserted in the damping tube.
  • the wall thickness of the damping unit are increased, which also has to be done a greater deformation work, which in turn consumes more impact energy.
  • Fig.3 and Fig.4 a variant of a vehicle restraint system is shown, in which the restraint device 3 is supported by the last damping unit 10 of the longitudinal row 5.1 near the roadway with a discharge support 11 on the obstacle.
  • the diverter support 11 bridges the distance to the niche wall and allows a deriving an obliquely laterally approaching vehicle, so that the risk of hacking on the rear edge of the tunnel bay to the roadway can be reduced.
  • Adjacent damping units 4 are connected to each other by means of connecting elements 12 and support plates 13.
  • the support plates 13 are arranged at a distance equal to or smaller than the diameter of a damping unit 4 in pairs parallel and symmetrical to the longitudinal axis of symmetry of the rows between two successive adjacent damping units 4.
  • the damping units 4 and the support plates 13 and the means for end-supporting 6 of the retainer 3 in front of the obstacle are made of a weldable material, preferably made of steel.
  • the damping units 4 on the one hand and the support plates on the other hand are connected at their contact and connecting lines with an associated wall portion of the damping unit in the longitudinal direction by welding together.
  • Damping units 4 contacting longitudinally along mutually adjacent generatrices are connected by means of the connecting elements 12, e.g. may be a screw or a spline connection, interconnected.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Vibration Dampers (AREA)

Description

Die Erfindung betrifft ein energieabsorbierendes Fahrzeugrückhaltesystem vor einem seitlich an Straßen befindlichen Hindernis.The invention relates to an energy absorbing vehicle restraint system in front of an obstacle located laterally on roads.

Neben der Straße befindliche Hindernisse, insbesondere massive Betonwände, z.B. an Tunneleinfahrten oder in Tunnelnischen, stellen eine potentielle Gefahr für Fahrzeuge und deren Insassen dar und müssen abgesichert werden, um größeren Schaden an den Fahrzeugen und deren Insassen zu vermeiden.Obstacles adjacent to the road, in particular solid concrete walls, e.g. At tunnel entrances or in tunnels, there is a potential danger to vehicles and their occupants and they must be protected in order to avoid greater damage to the vehicles and their occupants.

Energieabsorbierende Fahrzeugrückhaltesysteme sind im Stand der Technik bekannt. So beschreibt die DE 10 2012 104 686 ein Fahrzeugrückhaltesystem in Form eines Anpralldämpfers, bei dem die Aufprallenergie durch Verformung von Dämpfungseinheiten in Verformungsenergie umgewandelt wird und so ein Fahrzeug für die Insassen im Wesentlichen gefahrlos abbremst. Das bekannte Fahrzeugrückhaltesystem wird jedoch an Plätzen eingesetzt, die einen hinreichenden Platz für eine relativ große Anzahl von Dämpfungseinheiten bereitstellen. Bei beengten Platzverhältnissen kann das bekannte Fahrzeugrückhaltesystem nicht eingesetzt werden. Solche Stellen mit einem begrenzten Platzangebot sind z. B. in Tunnelnischen anzutreffen, die in der Regel in Fahrtrichtung an einer querverlaufenden Wand enden. Hier kommt als zusätzliche Gefahr hinzu, dass die zur Fahrbahn gerichtete Ecke der Nischenstirnwand bei einem seitlichen Einfahren in die Nische ebenfalls einen schweren Unfall durch ein unkontrolliertes Ablenken herbeiführen kann. Auch sind oft an der Stirnseite der Nische eine Fluchttür oder auch Rettungsmittel wie ein Feuerlöscher angeordnet.Energy absorbing vehicle restraint systems are known in the art. That's how it describes DE 10 2012 104 686 a vehicle restraint system in the form of a crash cushion, wherein the impact energy is converted by deformation of damping units in deformation energy and thus a vehicle decelerates for the occupants substantially safe. However, the known vehicle restraint system is used in places that provide sufficient space for a relatively large number of damping units. In confined spaces, the known vehicle restraint system can not be used. Such places with limited space are z. B. in tunnel niches that end in the direction of travel on a transverse wall in the rule. Here comes added as an additional risk that the corner of the niche end wall facing the roadway at a lateral retraction into the niche can also cause a serious accident by uncontrolled distraction. Also often at the front of the niche an escape door or rescue means such as a fire extinguisher are arranged.

Es sind auch Schutzeinrichtungen aus Beton mit einem New Jersey Profil bekannt. Solche Schutzeinrichtungen dienen dazu, ein von einer Fahrbahn abgekommenes Fahrzeug wieder auf die Fahrbahn zurückzuleiten. Aufgrund ihres Profils tendieren solche Schutzwände jedoch dazu, ein seitlich anfahrendes Fahrzeug anzuheben mit der Gefahr, dass das anfahrende Fahrzeug mit im Wesentlichen unverminderter Geschwindigkeit von der Schutzeinrichtung abpralltThere are also concrete safety barriers with a New Jersey profile. Such protective devices serve to return a stray from a roadway vehicle back to the road. However, due to their profile, such barriers tend to raise a laterally approaching vehicle with the risk that the approaching vehicle will bounce off the guard at a substantially undiminished rate

Weiterer Stand der Technik ist beispielsweise aus der WO-A-03 095247 bekannt.Further prior art is for example from the WO-A-03 095247 known.

Der Erfindung liegt daher die Aufgabe zugrunde, ein verbessertes energieabsorbierendes Fahrzeugrückhaltesystem bereitzustellen, das auch bei beengten Platzverhältnissen, wie sie in Tunnelbuchten anzutreffen sind, eine gute Dämpfungsfunktion bereitstellt und gleichzeitigt bei einem seitlichen Anfahren ein kontrolliertes Ableiten ermöglicht.The invention is therefore an object of the invention to provide an improved energy absorbing vehicle restraint system that provides a good damping function even in tight spaces, as found in tunnels, and simultaneously allows for a lateral approach controlled deriving.

Die Aufgabe wird durch die Merkmale des unabhängigen Anspruchs 1 gelöst.The object is solved by the features of independent claim 1.

Vor dem Hindernis ist im Abstand ein energieabsorbierendes Fahrzeugrückhaltesystem mit Rückhalteeinrichtung angeordnet; die Rückhalteeinrichtung weist Dämpfungseinheiten auf, die jeweils hintereinander in Fahrtrichtung in drei parallel nebeneinander verlaufenden Längsreihen angeordnete sind; die Dämpfungseinheiten stehen mittelbar oder unmittelbar auf dem Boden und sind in Fahrtrichtung verschieblich; eine Einrichtung zum End-Abstützen der Rückhalteeinrichtung; mindestens eine in Fahrtrichtung verlaufende Führungseinrichtung, die im Falle einer seitlich einwirkenden Kraftkomponente einem seitlichen Ausweichen der Rückhalteeinrichtung entgegenwirkt, wobei mindestens eine der Längsreihen von einer die Führungseinrichtung bildenden Führungsschienenanordnung seitlich geführt ist.In front of the obstacle, an energy absorbing vehicle restraint system with retention device is arranged at a distance; the retaining device has damping units, which are each arranged behind one another in the direction of travel in three parallel juxtaposed longitudinal rows; the damping units are indirectly or directly on the ground and are movable in the direction of travel; means for end-supporting the retainer; at least one guide device running in the direction of travel, which in the case of a laterally acting force component counteracts lateral deflection of the retaining device, at least one of the longitudinal rows of which forms the guide device Guide rail assembly is guided laterally.

Die erfindungsgemäße Ausgestaltung stellt zum einem bei einem im Wesentlichen in Fahrtrichtung erfolgenden Anprall eine hinreichende Energieabsorption bereit und ermöglicht zum anderen bei einem seitlichen Anfahren ein kontrolliertes Weiterführen eines Fahrzeuges zurück auf die Fahrbahn. Dieses Weiterführen wird durch die Führungsschienenanordnung ermöglicht, die einem seitlichen Ausweichen des gesamten Systems entgegenwirkt. Dies ist insbesondere bei Fahrzeugen mit einem höheren Gewicht wesentlich, da andernfalls infolge des höheren Gewichts das Fahrzeug das Rückhaltesystem aus seiner Position verschieben und das Fahrzeug unkontrolliert gegen die Stirnwand der Nische aufprallen könnte. Erfindungsgemäß hält die mindestens eine Schiene das System an der Stelle und lässt funktionsgemäß dessen Verschiebung bei einem Anprall eines Fahrzeuges nur in Fahrtrichtung zu. Insbesondere ist durch die erfindungsgemäße Ausbildung bei einem Anprall auf das Kopfende der Einrichtung eine hohe Verminderung der Anprallgeschwindigkeit bereitgestellt. Auch bei einem seitlichen Anprall trägt die Verformbarkeit der Einrichtung zu einer Verminderung der Geschwindigkeit bei, wobei das Ausmaß vom Anprallwinkel abhängt - bei einem steilen Anprallwinkel ist die Verminderung der Geschwindigkeit größer als bei einem geringen Anprallwinkel.The embodiment according to the invention provides sufficient energy absorption for an impact occurring essentially in the direction of travel and, on the other hand, for a lateral approach, allows a controlled advancement of a vehicle back onto the roadway. This continuing is made possible by the guide rail assembly, which counteracts a lateral deflection of the entire system. This is particularly important for vehicles with a higher weight, otherwise the vehicle could move the restraint system from its position due to the higher weight and the vehicle could impact uncontrollably against the end wall of the niche. According to the invention, the at least one rail holds the system in place and functionally allows its displacement in the event of a vehicle impact only in the direction of travel. In particular, a high reduction of the impact velocity is provided by the inventive construction in an impact on the head end of the device. Even in the event of a lateral impact, the deformability of the device contributes to a reduction in the speed, the extent depending on the impact angle-at a steep impact angle, the reduction in speed is greater than at a low impact angle.

Vorteilhafterweise ist an jeder der Längsreihen eine Führungsschienenanordnung angeordnet, an der die Dämpfungseinheiten der jeweiligen Reihe mit einem der Fahrbahn abgewandten Bereich anliegen. Eine solche Anordnung bewirkt, dass seitliche Anprallkräfte über die gesamte Breite der Rückhalteeinrichtung an jeder Dämpfungseinheitenreihe aufgenommen und in der Boden eingeleitet werden, ohne dass die Einrichtung seitlich verschoben würde. Somit kann ein Fahrzeug in gewissem Ausmaß passiv kontrolliert wieder auf die Fahrbahn zurückgeführt werden. Der Kontakt zwischen der Führungsschiene und einer Dämpfungseinheit hängt von der Bauart der Dämpfungseinheit ab. Die Dämpfungseinheit kann eine Fußkonstruktion aufweisen, mit der die Dämpfungseinheit auf einem Boden oder Untergrund steht. Alternativ kann eine Dämpfungseinheit auch ohne eine besondere Fußkonstruktion unmittelbar auf dem Boden oder auf einer Gleitschienenanordnung stehen.Advantageously, a guide rail arrangement is arranged on each of the longitudinal rows, against which the damping units of the respective row bear against a region facing away from the roadway. Such an arrangement causes lateral impact forces to be absorbed across the entire width of the retainer at each damper row and introduced into the floor without the device being displaced laterally. Thus, a vehicle can be returned to the roadway to some extent passively controlled. The contact between the guide rail and a damping unit depends on the type of damping unit. The damping unit may have a foot construction, with which the damping unit on a ground or ground stands. Alternatively, a damping unit can stand directly on the ground or on a slide rail arrangement without a special foot construction.

Vorteilhaft ist dabei, dass die Schienenanordnung aus Winkeleisen besteht und im Boden verankert ist. Hierbei sind die Winkeleisen mit einem Schenkel auf dem Boden festgelegt, während der andere freie Schenkel im Winkel von nach oben ragt und für die zugeordnete Reihe von Dämpfungseinheiten eine Anlage bietet.It is advantageous that the rail assembly consists of angle iron and anchored in the ground. Here, the angle iron are fixed with one leg on the ground, while the other free leg at an angle from the top and offers a facility for the associated series of damping units.

Günstig ist es, dass in mindestens einer Längsreihe zehn Dämpfungseinheiten hintereinander stehen, somit zehn Querreihen gebildet sind, und die Dämpfungseinheiten in den Querreihen 7, 8 und 9 im Endbereich der Rückhalteeinrichtung vor der letzten Querreihe 10 vor dem Hindernis höher sind als im übrigen Bereich. Die angegebenen Anzahl von 10 hintereinander stehenden Dämpfungseinheiten bietet eine hinreichende Energieabsorptionskapazität in Längsrichtung, während die Anzahl von drei Längsreihen eine hinreichende Steifigkeit in Querrichtung liefert, wobei durch die Schienen diese Eigensteifigkeit noch zusätzlich erhöht wird. Infolge der größeren Höhe der Dämpfungselemente in den genannten hinteren Querreihen wird an diesem Ort auch oberhalb der Höhe der vorangehenden Dämpfungseinheiten Dämpfungskapazität bereitgestellt, die im letzten Drittel des Anprallvorgangs in die Dämpfung eingreift. Hierdurch erfolgt zunächst ein "weicher" Anprall, durch den leichtere Fahrzeuge bereits einen wesentlichen Teil ihrer Bewegungsenergie verlieren. Bei einem schwereren Fahrzeuge hingegen wird der wesentliche Teil der Bewegungsenergie im hinteren Bereich der Rückhalteeinrichtung in Verformungsenergie umgewandelt, wobei die höheren Dämpfungseinheiten die größte Verformungskapazität bereitstellen. Aber auch noch dann, wenn das schwerere Fahrzeug nach dem Zusammendrücken der vorderen niedrigen Dämpfungseinheiten diese übersteigen sollte, können die höheren Dämpfungseinheiten Dämpfungskapazität für das aufgestiegene Fahrzeug bereitstellen.It is advantageous that in at least one longitudinal row ten damping units are behind each other, thus ten transverse rows are formed, and the damping units in the transverse rows 7, 8 and 9 in the end of the retainer before the last transverse row 10 before the obstacle are higher than in the remaining area. The stated number of 10 successive damping units provides a sufficient energy absorption capacity in the longitudinal direction, while the number of three longitudinal rows provides a sufficient rigidity in the transverse direction, which is further increased by the rails, this inherent rigidity. Due to the greater height of the damping elements in said rear transverse rows damping capacity is provided at this location and above the height of the preceding damping units, which engages in the last third of the impact process in the damping. This initially results in a "soft" impact through which lighter vehicles already lose a significant portion of their kinetic energy. By contrast, in a heavier vehicle, the major part of the kinetic energy is converted into deformation energy in the rear area of the restraint, the higher damping units providing the greatest deformation capacity. But even if the heavier vehicle should exceed it after compressing the front low damping units, the higher damping units can provide damping capacity for the ascended vehicle.

Weiter ist es günstig, wenn zumindest die vorderen Querreihen 1 bis 5 eine niedrigere Energieabsorption aufweisen als nachfolgende Querreihen. Zumindest bestimmte diesen genannten Dämpfungseinheiten nachfolgende Dämpfungseinheiten sind mit einer inneren und/oder äußeren Verstärkungskonstruktion ausgestattet, so dass sie erfindungsgemäß eine höhere Energieabsorption bereitstellen als vorangehende oder nachfolgende Querreihen.Further, it is advantageous if at least the front transverse rows 1 to 5 a have lower energy absorption than the following transverse rows. At least certain of these damping units referred to below damping units are equipped with an inner and / or outer reinforcing structure, so that they according to the invention provide a higher energy absorption than previous or subsequent transverse rows.

Die Dämpfungseinheiten können bevorzugt aus Dämpfungsrohren bestehen, wobei die Dämpfungsrohre zumindest bestimmter Querreihen von Dämpfungseinheiten, die eine höhere Energieabsorption bereitstellen als vorangehende oder nachfolgende Querreihen, mit einer dickeren Wandstärke ausgebildet sind als die Dämpfungsrohre 1 bis 5; letztere können mit einer niedrigeren Energieabsorption ausgestattet sein.The damping units may preferably consist of damping tubes, wherein the damping tubes of at least certain transverse rows of damping units, which provide a higher energy absorption than previous or subsequent transverse rows, are formed with a thicker wall thickness than the damping tubes 1 to 5; the latter can be equipped with a lower energy absorption.

Bei einer Weiterbildung des erfindungsgemäßen Fahrzeugrückhaltesystems ist die Rückhalteeinrichtung nach der letzten Dämpfungseinheit der fahrbahnnahen Längsreihe mit einer Ableit-Abstützung an dem Hindernis abgestützt.In a development of the vehicle restraint system according to the invention, the restraint device is supported on the obstacle after the last damping unit of the roadway-near longitudinal row with a discharge support.

Vorteilhaft ist auch, wenn eine End-Abstützung in einem Abstand vor dem Hindernis im Untergrund verankert ist.It is also advantageous if an end support is anchored at a distance in front of the obstacle in the ground.

Benachbarte Dämpfungseinheiten sind mittels Verbindungselementen und Stützplatten miteinander verbunden, wobei die Stützplatten im Abstand gleich oder kleiner dem Durchmesser einer Dämpfungseinheit paarweise parallel und symmetrisch zu der Längs-Symmetrieachse der Reihen zwischen zwei aufeinanderfolgend benachbarten Dämpfungseinheiten angeordnet sind.Adjacent damping units are interconnected by means of connecting elements and support plates, wherein the support plates are arranged at a distance equal to or smaller than the diameter of a damping unit in pairs parallel and symmetrical to the longitudinal axis of symmetry of the rows between two successive adjacent damping units.

Vorteilhaft ist es, dass die Dämpfungseinheiten und die Stützbleche sowie die Einrichtung zum End-Abstützen der Rückhalteeinrichtung vor dem Hindernis aus schweißfähigem Material Stahl gefertigt sind und die Dämpfungseinheiten einerseits und die Verbindungselemente und Stützbleche andererseits an ihren Berühr- und Verbindungslinien mit einem zugeordneten Wandabschnitt der Dämpfungseinheit in Längsrichtung durch Verschweißen miteinander verbunden sind. Hierdurch ergibt sich eine kompakte Baueinheit, die vorgefertigt der Baustelle angeliefert werden kann.It is advantageous that the damping units and the support plates and the means for end-supporting the retainer of the obstacle are made of weldable material steel and the damping units on the one hand and the connecting elements and support plates on the other hand at their touch and connection lines with an associated wall portion of the damping unit in the longitudinal direction by welding connected to each other. This results in a compact unit that can be delivered prefabricated the site.

Einer einfachen Montage dient es, wenn Dämpfungseinheiten, die in Querrichtung einander entlang benachbarter Mantellinien berühren, mittels einer lösbaren Verbindung, z.B. Schraub- oder Keilverbindung miteinander verbunden sind.For ease of assembly, when damping units which transversely contact one another along adjacent generatrices are used by means of a detachable connection, e.g. Screw or wedge connection are interconnected.

Im Folgenden wird die Erfindung in Verbindung mit den Figuren näher erläutert. Es zeigen:

Fig. 1
ein erfindungsgemäßes Fahrzeugrückhaltesystem in perspektivischer Ansicht in einer Tunnelbucht mit einem stirnseitig mittig auffahrenden PKW;
Fig. 2
eine Ansicht auf die Anordnung aus Fig. 1 von oben;
Fig. 3
eine schematische Ansicht von seitlich vorne einer im Boden verankerten, aus Winkeleisen bestehenden Schienenanordnung;
Fig. 4
eine perspektivische schematische Ansicht eines erfindungsgemäßen Fahrzeugrückhaltesystems von der Seite mit einer Ableit-Abstützung.
In the following the invention will be explained in more detail in connection with the figures. Show it:
Fig. 1
a vehicle restraint system according to the invention in a perspective view in a tunnel bay with a front side centrally ascending car;
Fig. 2
a view of the arrangement Fig. 1 from above;
Fig. 3
a schematic view of the front side of an anchored in the ground, consisting of angle iron rail assembly;
Fig. 4
a perspective schematic view of a vehicle restraint system according to the invention from the side with a discharge support.

Technische Beschreibung eines Ausführungsbeispiels.Technical description of an embodiment.

In Fig. 1 ist ein erfindungsgemäßes energieabsorbierendes Fahrzeugrückhaltesystem 1 in perspektivischer Ansicht in einer Tunnelbucht mit einem stirnseitig mittig auffahrenden PKW dargestellt. Die Tunnelbucht ist eine Erweiterung in der Tunnelwand, die sich über eine vorbestimmte Strecke entlang der Fahrbahn erstreckt. Die Tunnelbucht weist an ihren Enden jeweils quer verlaufende Wände auf, die ein Hindernis 2 darstellen.In Fig. 1 an energy-absorbing vehicle restraint system 1 according to the invention is shown in a perspective view in a tunnel bay with a front end centering car. The tunnel bay is an extension in the tunnel wall, which extends over a predetermined distance along the roadway. The tunnel bay has at each end transverse walls, which constitute an obstacle 2.

Das energieabsorbierende Fahrzeugrückhaltesystem 1 ist im Abstand vor dem Hindernis 2 angeordnet und weist eine Rückhalteeinrichtung 3 mit Dämpfungseinheiten 4 auf. Diese sind jeweils hintereinander in Fahrtrichtung in drei parallel nebeneinander verlaufenden Längsreihen 5.1, 5.2 und 5.3 angeordnet. Die Dämpfungseinheiten 4 sind in dem dargestellten Ausbildungsbeispiel aus aufrecht stehenden Dämpfungsrohren gebildet, die mittelbar oder unmittelbar auf dem Boden oder einer Bahn stehen und sich bei einem Anprall verformen. Bei dem Anprall können sich die verformten Dämpfungsrohre in Fahrtrichtung verschieben.The energy absorbing vehicle restraint system 1 is arranged at a distance in front of the obstacle 2 and has a retaining device 3 with Damping units 4 on. These are each successively arranged in the direction of travel in three parallel juxtaposed longitudinal rows 5.1, 5.2 and 5.3. The damping units 4 are formed in the illustrated embodiment example of upstanding damping tubes that are directly or indirectly on the ground or a train and deform in an impact. During the impact, the deformed damping tubes can shift in the direction of travel.

Die als Dämpfungsrohre ausgebildeten Dämpfungseinheiten 4 können jeweils einen Fuß aufweisen, der auf dem Boden gleitet oder sie können auch bei einer alternativen Ausbildung mit ihren unteren Rand unmittelbar auf dem Boden oder der genannten Bahn stehen.The attenuation units 4 designed as damping tubes can each have a foot which slides on the ground or they can also stand with their lower edge directly on the ground or said path in an alternative embodiment.

Am Ende der Rückhalteeinrichtung 3 ist eine Einrichtung zum End-Abstützen 6 angeordnet. Sie besteht aus einer Keilkonstruktion zwischen den Dämpfungsrohren der letzten Querreihe 9.10 und ist im Boden verankert (vergl. Fig. 3).At the end of the retainer 3, a means for end-support 6 is arranged. It consists of a wedge construction between the damping tubes of the last transverse row 9.10 and is anchored in the ground (see FIG. Fig. 3 ).

In Fig.2 ist eine in Fahrtrichtung verlaufende Führungseinrichtung 7 dargestellt, die in dem dargestellten Ausbildungsbeispiel aus einer Führungsschienenanordnung mit drei Führungschienen 7.1, 7.2 und 7.3 besteht. Die Führungsschienen 7.1, 7.2, 7.3 bestehen bei dieser Ausführung aus Winkeleisen und sind im Boden verankert. Infolge dieser Verankerung im Boden wirken die Führungsschienen im Falle einer seitlich einwirkenden Kraftkomponente einem seitlichen Ausweichen der Rückhalteeinrichtung entgegen. Es kann vorgesehen sein, die Führungsschienen mittels einer SchraubenBolzen Anordnung im Boden zu befestigen, wobei in den Führungsschienen jeweils ein quer zur Fahrtrichtung verlaufendes Befestigungs-Langloch ausgebildet sein kann, so dass bei einem seitlichen Anprall zunächst ein kraftschlüssige Verbindung hergestellt ist und im weiteren Verlauf des seitlichen Stoßes die formschlüssige Verbindung wirkt. Die Führungsschienen sind in dem in Fig.2 dargestellten Beispiel so nahe an den Füßen der Dämpfungseinheiten angeordnet, dass diese Füße mit einem Seitenbereich an die Schienen zur Anlage kommen und so bei einem seitlichen Anprall eines Fahrzeug eine ausweichende Seitwärtsbewegung der Rückhalteeinrichtung verhindern. Alternativ zur dargestellten Form können die Führungsschienen auch in einem formschlüssigen Eingriff mit einem entsprechend ausgestalteten Bereich am Fuß stehen.In Fig.2 a running in the direction of travel guide means 7 is shown, which consists in the illustrated embodiment of a guide rail arrangement with three guide rails 7.1, 7.2 and 7.3. The guide rails 7.1, 7.2, 7.3 are in this embodiment of angle iron and are anchored in the ground. As a result of this anchoring in the ground, the guide rails counteract in the case of a laterally acting force component lateral deflection of the retaining device. It can be provided to fasten the guide rails by means of a bolt-bolt arrangement in the ground, wherein in the guide rails each extending transversely to the direction of travel fastening slot can be formed, so that in a lateral impact first a frictional connection is made and in the further course of lateral impact the positive connection acts. The guide rails are in the in Fig.2 example arranged so close to the feet of the damping units that these feet come to rest with a side portion of the rails and so in a side impact of a Prevent vehicle evasive sideways movement of the retainer. Alternatively to the illustrated form, the guide rails can also be in a positive engagement with a suitably designed area on the foot.

Ebenfalls alternativ kann eine Ausbildung vorgesehen sein, bei der sich die Führungsschienen mit dem unteren Rand der Dämpfungsrohre in Kontakt befinden.Also alternatively, an embodiment may be provided in which the guide rails are in contact with the lower edge of the damping tubes.

Es ist mindestens eine der Längsreihen Dämpfungsrohre von der die Führungseinrichtung bildenden Schienenanordnung seitlich geführt. In dem dargestellten Ausführungsbeispiel ist für jede der drei Reihen der Dämpfungselemente eine Führungsschiene vorgesehen.At least one of the longitudinal rows of damping tubes is laterally guided by the rail arrangement forming the guide device. In the illustrated embodiment, a guide rail is provided for each of the three rows of damping elements.

Das in Fig.1 dargestellte Ausbildungsbeispiel weist in den Querreihen 7, 8, und 9 Dämpfungseinheiten 7 auf, die höher sind als diejenigen in den Querreihen 1 - 6 oder in Quer-Reihe 10. Infolge der größeren Höhe kann eine höhere Energieabsorptionskapazität bereitgestellt werden. Diese höhere Kapazität ist insbesondere dann von Vorteil, wenn ein Fahrzeug infolge des Anpralls angehoben werden sollte und sein Schwerpunkt im oberen Bereich oder über den vorangehenden Dämpfungsrohren liegen sollte.This in Fig.1 illustrated embodiment has in the transverse rows 7, 8, and 9 damping units 7, which are higher than those in the transverse rows 1-6 or in transverse row 10. Due to the greater height, a higher energy absorption capacity can be provided. This higher capacity is particularly advantageous when a vehicle should be raised as a result of the impact and its center of gravity should be in the upper region or above the preceding damping tubes.

In dem in Fig.1 und 3 dargestellten Ausführungsbeispiel sind die Dämpfungseinheiten der Querreihen 6 - 9 mit einer höheren Energieabsorption ausgestattet als vorangehende oder die nachfolgende Querreihe(n), so dass die vorderen Querreihen 1 bis 5 eine niedrigere Energieabsorption bereitstellen.In the in Fig.1 and 3 In the embodiment shown, the damping units of the transverse rows 6 - 9 are equipped with a higher energy absorption than the preceding or the following transverse row (s), so that the front transverse rows 1 to 5 provide a lower energy absorption.

Die Dämpfungseinheiten 4 der Querreihen 6 - 9 sind zu dem genannten Zweck mit einer inneren, in dem Dämpfungsrohr eingesetzten Verstärkungskonstruktion 10 ausgestattet. Alternativ zu einer solchen aus einem zusätzlichen, in Fahrtrichtung hintereinander stehendem Rohrpaar bestehenden Verstärkungskonstruktion kann auch die Wandstärke der Dämpfungseinheit vergrößert werden, wodurch ebenfalls eine größere Verformungsarbeit geleistet werden muss, die wiederum mehr Anprallenergie aufzehrt.The damping units 4 of the transverse rows 6-9 are equipped for the stated purpose with an inner reinforcing structure 10 inserted in the damping tube. As an alternative to such from an additional, in the direction of travel behind each other standing pipe pair existing reinforcing construction can also the wall thickness of the damping unit are increased, which also has to be done a greater deformation work, which in turn consumes more impact energy.

In Fig.3 und Fig.4 ist eine Variante eines Fahrzeugrückhaltesystems dargestellt, bei der die Rückhalteeinrichtung 3 nach der letzten Dämpfungseinheit 10 der fahrbahnnahen Längsreihe 5.1 mit einer Ableit-Abstützung 11 an dem Hindernis abgestützt ist. Die Ableit-Abstützung 11 überbrückt den Abstand zur Nischenwand und ermöglicht ein Ableiten eines schräg seitlich anfahrenden Fahrzeugs, so dass die Gefahr eines Einhackens an der hinteren Kante des Tunnelbucht zur Fahrbahn vermindert werden kann.In Fig.3 and Fig.4 a variant of a vehicle restraint system is shown, in which the restraint device 3 is supported by the last damping unit 10 of the longitudinal row 5.1 near the roadway with a discharge support 11 on the obstacle. The diverter support 11 bridges the distance to the niche wall and allows a deriving an obliquely laterally approaching vehicle, so that the risk of hacking on the rear edge of the tunnel bay to the roadway can be reduced.

Benachbarte Dämpfungseinheiten 4 sind mittels Verbindungselementen 12 und Stützplatten 13 miteinander verbunden. Die Stützplatten 13 sind im Abstand gleich oder kleiner dem Durchmesser einer Dämpfungseinheit 4 paarweise parallel und symmetrisch zu der Längs-Symmetrieachse der Reihen zwischen zwei aufeinanderfolgend benachbarten Dämpfungseinheiten 4 angeordnet.Adjacent damping units 4 are connected to each other by means of connecting elements 12 and support plates 13. The support plates 13 are arranged at a distance equal to or smaller than the diameter of a damping unit 4 in pairs parallel and symmetrical to the longitudinal axis of symmetry of the rows between two successive adjacent damping units 4.

Die Dämpfungseinheiten 4 und die Stützplatten 13 sowie die Einrichtung zum End-Abstützen 6 der Rückhalteeinrichtung 3 vor dem Hindernis sind aus einem schweißfähigen Material, vorzugsweise aus Stahl gefertigt. Die Dämpfungseinheiten 4 einerseits und die Stützbleche andererseits sind an ihren Berühr- und Verbindungslinien mit einem zugeordneten Wandabschnitt der Dämpfungseinheit in Längsrichtung durch Verschweißen miteinander verbunden.The damping units 4 and the support plates 13 and the means for end-supporting 6 of the retainer 3 in front of the obstacle are made of a weldable material, preferably made of steel. The damping units 4 on the one hand and the support plates on the other hand are connected at their contact and connecting lines with an associated wall portion of the damping unit in the longitudinal direction by welding together.

Dämpfungseinheiten 4, die in Längsrichtung einander entlang benachbarter Mantellinien berühren, sind mittels der Verbindungselemente 12, die z.B. eine Schraubverbindung oder eine Keilverbindung sein kann, miteinander verbunden.Damping units 4 contacting longitudinally along mutually adjacent generatrices are connected by means of the connecting elements 12, e.g. may be a screw or a spline connection, interconnected.

Die Erfindung ist nicht auf die dargestellten und beschriebenen Ausführungen beschränkt. Vielmehr fallen auch Abwandlungen unter den Schutz der Ansprüche, soweit es sich bei diesen um Mittel handelt, die dem Fachmann nicht ohne weiteres geläufig sind. So kann z.B. vorgesehen sein, die Höhe der Dämpfungseinheiten kontinuierlich bis auf eine vorbestimmte Höhe ansteigen zu lassen, um die Energieabsorptionskapazität über die Länge des Fahrzeugrückhaltesystems kontinuierlich zu verändern.The invention is not limited to the illustrated and described embodiments. Rather, modifications fall under the protection of the claims, as far as these are agents that the expert are not readily familiar. Thus, for example, it may be provided to continuously increase the height of the damping units to a predetermined height in order to continuously change the energy absorption capacity over the length of the vehicle restraint system.

Claims (13)

  1. Energy absorbing vehicle restraint system (1) in front of an obstacle (2) located laterally at streets, comprising
    - a retainer (3) disposed spaced apart in front of the obstacle,
    • wherein the retainer (3) has damping units (4) disposed respectively consecutively in the driving direction in longitudinal rows (5.1; 5.2; 5.3) extending parallel next to each other, and which
    • are indirectly or directly standing on the ground and are displaceable in the driving direction,
    - a device for end-supporting (6) the retainer,
    - at least a guiding device (7) extending in the driving direction, counteracting a lateral avoiding of the retainer (3) in case of a lateral acting force component, wherein
    • at least one of the lateral rows is laterally guided by a guide rail arrangement (7.1; 7.2; 7.3) forming the guiding device (7),
    - characterized in that the damping units are arranged in three lateral rows extending parallel next to each other, and that at least determined transversal rows (9.n) of the damping units (4) provide a higher energy absorption than previously or subsequent transversal rows.
  2. Energy absorbing vehicle restraint system (1) according to claim 1, characterized in that each of the lateral rows has a guide rail arrangement (7.1; 7.2; 7.3) on which the damping units (4) of the respective row abut with a region (8) facing away from road.
  3. Energy absorbing vehicle restraint system according to at least one of the claims 1 or 2, characterized in that the guide rail arrangement (7.1; 7.2; 7.3) consists of angle iron and is fixed to the ground.
  4. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 3, characterized in that ten damping units (4) are standing consecutively in at least one lateral row (7), consequently ten transversal rows (9.1 to 9.10) are formed, and the damping units (4) in the transversal rows (9.7, 9.8 and 9.9) in the end region of the retainer (3) in front of the last transversal row (9,10) in front of the obstacle are higher than in the remaining region.
  5. Energy absorbing vehicle restraint system according to claim 1 or 4, characterized in that at least the front transversal rows (9.1 to 9.5) have a lower energy absorption than the following transversal rows.
  6. Energy absorbing vehicle restraint system according to at least one of the claims 1 or 5, characterized in that the at least predetermined transversal rows (9.n) providing a higher energy absorption than previously or subsequent transversal rows are provided with an inner and/or outer reinforcement structure (10).
  7. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 6, wherein the damping units (4) consist of damping tubes, characterized in that the damping tubes of at least predetermined transversal rows (9n) providing a higher energy absorption than previously or subsequent transversal rows, are formed with a thicker wall thickness than the damping tubes (9.1 to 9.5) having a lower energy absorption.
  8. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 7, characterized in that the retainer (3) is supported with a discharge support (11) at the obstacle after the last damping unit (9.10) of the lateral row close to the road.
  9. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 8, wherein the end-support (6) is stationary fixed at a distance in front of the obstacle (2).
  10. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 9, characterized in that adjacent damping units (4) are interconnected by means of connecting elements (12) and supporting plates (13).
  11. Energy absorbing vehicle restraint system according to claim 10, characterized in that the supporting plates (13) are disposed parallel in pairs and symmetrically to the longitudinal symmetry axis of the rows between two consecutive adjacent damping units (4) at a distance equal or smaller than the diameter of a damping unit (4).
  12. Energy absorbing vehicle restraint system according to at least one of the claims 10 to 11, characterized in that the damping units (4), the supporting plates (13) as well as the arrangement for end-supporting (6) of the retainer (3) in front of the obstacle are manufactured of weldable material and the damping units (4) on the one hand and the supporting plates (13) on the other hand are interconnected through welding at their contacting and connecting lines with an assigned wall section of the damping unit in the longitudinal direction.
  13. Energy absorbing vehicle restraint system according to claim 12, characterized in that the damping units (4) contacting each other in the transversal direction along adjacent surface lines are detachably interconnected by means of the connecting elements (12).
EP16162046.3A 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system Active EP3222781B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16162046.3A EP3222781B1 (en) 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP16162046.3A EP3222781B1 (en) 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system

Publications (2)

Publication Number Publication Date
EP3222781A1 EP3222781A1 (en) 2017-09-27
EP3222781B1 true EP3222781B1 (en) 2019-03-06

Family

ID=55637233

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16162046.3A Active EP3222781B1 (en) 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system

Country Status (1)

Country Link
EP (1) EP3222781B1 (en)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6461076B1 (en) * 2001-01-03 2002-10-08 Energy Absorption Systems, Inc. Vehicle impact attenuator
US6604888B2 (en) * 2001-12-04 2003-08-12 Donald L. Dolan Energy absorbing safety barrier
US6863467B2 (en) * 2002-02-27 2005-03-08 Energy Absorption Systems, Inc. Crash cushion with deflector skin
AU2003230327A1 (en) * 2002-05-13 2003-11-11 Sung Ku Kang Vehicular impact absorbing apparatus having cushion pins
KR100798346B1 (en) * 2006-09-04 2008-01-28 주식회사 코트라스 Apparatus for absorbing an impact in car crushing
DE202012013184U1 (en) 2012-05-30 2015-04-01 Sps Schutzplanken Gmbh terminal
DE202015103326U1 (en) * 2015-06-24 2015-08-26 Sps Schutzplanken Gmbh Welded version of impact absorbers

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3222781A1 (en) 2017-09-27

Similar Documents

Publication Publication Date Title
EP2730700B1 (en) Vehicle restraint system for fitting to a bridge structure
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
EP2148009B1 (en) Impact damper on roadways
DE102015115768A1 (en) Guard rail system with different intervals
DE102010022486B4 (en) Road safety system and method for temporarily closing a road section
EP3222781B1 (en) Energy absorbing vehicle restraint system
DE10318357B4 (en) Vehicle restraint system
EP1381737B1 (en) Terminal for barrier systems from steel profiles that are arranged along traffic routes
DE102012104686B4 (en) Terminal for restraint systems on the side of traffic routes or lanes, consisting of damping tubes
DE202016101608U1 (en) Energy absorbing vehicle restraint system
DE3705485A1 (en) Impact absorber
DE2413095C3 (en) Control system for cars and trucks
DE3702794C2 (en)
AT413712B (en) Guide wall for motor traffic on road comprises wall elements slidably secured relative to their anchor fittings, which consist of floor-mounted rails with T-shaped cross-section
EP2500228B1 (en) Rail vehicle with a return motion device for reducing displacement relative to a crash partner
DE19831268C1 (en) Concrete crash barrier at edge of roadway
DE202016104383U1 (en) Crash cushion arrangement
DE102006009806B4 (en) Impact absorber with segment plates
EP2037045B1 (en) Vehicle retention system for securing vehicle paths
DE202013100837U1 (en) Energy-absorbing terminal of a protective device located to the side of a roadway
EP4271889B1 (en) Terminal for vehicle restraint system and vehicle restraint system using the same
EP2520719B1 (en) Vehicle retention system with impact mats
EP2516237B1 (en) Vehicle for carrying out maintenance work on a track
DE102015115764A1 (en) Guard rail system and assembly method for such
DE102004058884A1 (en) Shock absorber at traffic routes has interrelated damping elements which are arranged in rows in driving direction whereby damping elements are provided with guiding means and means for distributing side impact forces on guiding means

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

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

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL 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 RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20171220

RBV Designated contracting states (corrected)

Designated state(s): AL 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 RS SE SI SK SM TR

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

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20180614

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

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

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20181004

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

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

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SPS SCHUTZPLANKEN GMBH

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL 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 RS 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

Ref country code: AT

Ref legal event code: REF

Ref document number: 1104741

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190315

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502016003591

Country of ref document: DE

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: NL

Ref legal event code: MP

Effective date: 20190306

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: 20190606

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: 20190306

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: 20190306

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: 20190306

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: 20190306

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: 20190306

Ref country code: RS

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: 20190306

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: 20190306

Ref country code: GR

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: 20190607

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: 20190306

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: 20190606

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: 20190306

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: 20190306

Ref country code: CZ

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: 20190306

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: 20190306

Ref country code: AL

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: 20190306

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: 20190306

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: 20190706

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20190306

Ref country code: LU

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

Effective date: 20190323

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: 20190306

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502016003591

Country of ref document: DE

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20190331

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

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: 20190706

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

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

Ref country code: CH

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

Effective date: 20190331

Ref country code: LI

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

Effective date: 20190331

Ref country code: IE

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

Effective date: 20190323

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: 20190306

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: 20190306

26N No opposition filed

Effective date: 20191209

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

Ref country code: BE

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

Effective date: 20190331

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: 20190306

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

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: 20190306

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

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: 20190306

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

Ref country code: FR

Payment date: 20210324

Year of fee payment: 6

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

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: 20190306

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: 20160323

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1104741

Country of ref document: AT

Kind code of ref document: T

Effective date: 20210323

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: 20190306

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: 20210323

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: 20220331

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

Ref country code: GB

Payment date: 20230322

Year of fee payment: 8

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

Ref country code: DE

Payment date: 20230526

Year of fee payment: 8