DK2439340T3 - shielding System - Google Patents

Description

DESCRIPTION

[0001] The invention relates to a guardrail system for arrangement on a roadway, comprising at least one guard element made up of a first longitudinal profile, uprights, fastening elements for connecting the guard element to the uprights, and at least one additional longitudinal profile, which is arranged underneath or above the guard element and is connected to the uprights by means of further fastening elements, wherein the further fastening elements are constructed as deformation elements, which are in each case fastened at a front side of an upright facing the further longitudinal profile in each case and which have an approximately U-shaped cross section with a base and two limbs.

[0002] Guardrails, as are attached at the edge of streets, in order to thus increase traffic safety, are already frequently described in the prior art. It has been attempted again and again in this case to improve these guardrails with regards to restraint properties.

[0003] For example, DE20 2006 015 149 U1 describes a crash-barrier arrangement, which has crash barriers of W-shaped construction, which are releasably connected to one another to form a string of crash barriers, which are fastened with the inclusion of spacing brackets on vertical posts with a C-shaped cross section, wherein the crash barriers are stiffened with rails of trapezoidal cross section on their inner sides facing the posts, wherein reinforcement profiles with an outer contour approximately corresponding to the inner contour of the posts are inserted into the posts.

[0004] EP 1 640 505 A1 shows a crash-barrier arrangement for a vehicle restraint system for protecting roadways with a plurality of profile posts, which can be or are anchored in a subsurface, at least one string of crash barriers running along a longitudinal axis, and with at least one spacing element arrangement, by means of which the string of crash barriers can be or is coupled to one of the profile posts in each case, wherein on the roadway side, the spacing element arrangement is arranged between at least one of the profile posts and the at least one string of crash barriers, and wherein the spacing element arrangement is constructed in such a manner that it is deformed in a collision-dependent manner, wherein the spacing element arrangement - observed in the direction of the longitudinal axis - has at least two angled connecting limbs, which are or can be attached on the associated profile post via a base section and which are in each case constructed via a contact section for connection to the string of crash barriers, and wherein the spacing element arrangement is in each case delimited in terms of length in the direction of the longitudinal axis to an area on or close to the respective profile post and is angled multiple times in the direction orthogonal to the longitudinal axis in a central area between base section and contact section.

[0005] A string of crash barriers made from steel is known from EP 1 876 300 A1, which consists of detachably adjacently placed crash barriers with an essentially W-shaped cross section, which is formed from a central base, inner limbs diverging from the base, roadway-side transition sections provided at the end of the inner limbs and from outer limbs adjoining the transition sections, which extend in a V-shaped manner in the opposite direction to the inner limbs, wherein reinforcing webs are provided at the ends of the outer limbs directed away from the base, which reinforcing webs are adjoined by limb extensions extending approximately in the direction of the outer limbs.

[0006] Essentially, attempts are therefore made very often to improve guardrail systems of this type by means of appropriate reinforcements and braces.

[0007] In addition, guardrail systems are also known, however, which prioritise the elasticity of the system, in order to be able to better reduce the kinetic energy released during a collision of a vehicle into deformation energy.

[0008] For example, EP2 218 826 A2 originating from the applicant describes a guardrail for arrangement on a roadway, comprising at least one guard element made up of a longitudinal profile, at least one upright and at least one fastening element for connecting the guard element to the upright, wherein the fastening element is constructed as a deformation element and, as viewed from the side, has an approximately rhomboidal cross section.

[0009] A different fastening element is known from EP 1 650 352 A1, which describes an intermediate piece for connecting a guardrail strip with uprights of a guard apparatus, wherein the intermediate piece is of essentially U-shaped construction, a web of the intermediate piece has at least two holes for fastening on the upright and holes are provided at the free ends of the limbs of the intermediate piece for fastening the guardrail strip.

[0010] A crash barrier is known from EP 0 999 310 A1, which is intended to be arranged along roadways of vehicles, comprising two horizontal boards in a use position, which boards are arranged above one another and are fastened on vertical uprights via individual attachments for each vertical upright, wherein the lower board has a central web and two corrugations, which are extended in the direction of the attachments by two divergent wings. The crash barrier comprises spacers, which are inserted between the lower board and each attachment and which are in each case fastened on one side on the web of the lower board and on the other side on one of the attachments, wherein the spacers keep the lower board at such a distance from the corresponding attachment, that the end of the wings of the lower board is spaced from the attachment, wherein each spacer comprises two successive sections, of which a first, front section, as viewed from the fastening area of the spacer on the web of the board, has a buckling resistance, which is lower than that of a second, rear section, which is located in the vicinity of the attachment. Each attachment is formed by a hollow profile segment, which has a front side, which has a continuous longitudinal opening, on both sides of which planar edges are located, against the outer side of which one of the spacers leans and against the inner side of which fastening parts of the spacer (11) lean. The upper board is formed by a hollow profile, which has a rear side, which has a continuous longitudinal opening, on both sides of which, planar edges are located, the outer side of which is placed against the front side of the attachments and the inside of which accommodates the fastening means of the profile at the attachments.

[0011] The object of the present invention consists in the improvement of a guardrail system.

[0012] This object is achieved using the guardrail system mentioned at the beginning, in which the deformation elements are respectively fastened on the additional longitudinal profile such that they are laterally offset relative to the uprights, wherein one limb is for this purpose realized such that it extends obliquely to the other limb.

[0013] It is advantageous in this case, that due to the rigidity of the longitudinal profile, a build-up due to a pumping action is prevented, and therefore the collision can be damped better, wherein at the same time, due to the deformation element, particularly the shaping thereof, the absorption of deformation energy is improved, so that this therefore contributes to the reduction of the kinetic energy of the colliding vehicle or motorcyclist. In addition, due to the attachment of the additional longitudinal profile, a system improvement is generated, as the basic system "guardrail" therefore has an improved range of action. The dynamic deflection of the basic system to the rear with a range of action W5 (smaller than 1.7 m) is improved in combination to W3 (smaller than 1.0 m). Therefore, the guardrail system is also better suited for installation locations with little space, for example in the region of noise barriers. Furthermore, the combination is in this case more cost-effective than systems with higher containment level (H1, H2) with the same range of action. The data about the range of action and containment level are according to EN 1317-2. Due to the arrangement of the connecting element, on the one hand the force transmission into each upright is improved and on the other hand, a very rigid connection between the guard plates is also obtained.

[0014] In each case, one deformation element is fastened on the one hand on a front side of an upright facing the additional longitudinal profile in each case and on the other hand laterally offset relative to the upright on the additional longitudinal profile. It is advantageous in this case that due to the lateral offset of the deformation element, in the case of a collision of a motor vehicle, the longitudinal profile can be detached from the connection to the upright in the tensile direction, that is to say this can elastically yield better. Furthermore, due to the offset, contact of the guard plate screw connection with the upright is prevented, so that the upright is exposed to a lower load in the event of a collision - compared to a screw connection in line with the upright.

[0015] When viewed from the side, the deformation elements have an approximately U-shaped cross section with a base and two limbs connected thereto, wherein one limb is realized such that it extends obliquely to the other limb. Therefore, on the one hand, a cost-effective design of the deformation elements is provided, which on the other hand also enable simple mounting.

[0016] In each case, a deformation element is preferably connected to one upright in each case only via a clamping joint, in order to not influence the deformation of the upright rearwards during the collision of a vehicle. Therefore, during a collision, this connection can be detached by means of the energy released during the process.

[0017] For this purpose, it is however additionally or alternatively also possible, that the deformation elements are screwed to the uprights by means of screws, and at least some of the screws form a predetermined breaking point, that is to say are only designed for a maximum load. It is thus also achieved that the additional longitudinal profile is inherently subject to a lower deformation in the event of a collision, as a result of which a better protective function can be achieved.

[0018] Preferably, the additional longitudinal profile is connected to the first longitudinal profile by means of at least one connecting element, wherein the connecting elements are arranged between two adjacent uprights so that this region is likewise stiffened. Furthermore, the influencing of the action of the connecting elements by the uprights in the event of a vehicle collision can therefore be prevented.

[0019] It is preferred in this case if the connecting elements are arranged such that they extend obliquely to the vertical line by an angle. Due to the oblique position, similarly to the case of the deformation element, a better force flow will be achieved inside the connecting elements during a vehicle collision. In particular, the connecting elements are arranged inclined counter to the normally expected collision direction, that is to say counter to the direction of travel.

[0020] It has been established that an improvement of the force flow in the connecting elements can be achieved if the angle is chosen from a range with a lower limit of 45°, particularly 65°, and an upper limit of 86°, particularly 80°.

[0021] In order to improve the rearward buckling of the additional longitudinal profile, particularly if the same is constructed as an underride guard, a plurality, particularly all of the connecting elements can have a predetermined breaking point. This is advantageous in the case of the collision of a motorcycle in particular, as the collision can thus be absorbed more "softly", in that the additional longitudinal profile can be detached from the guard element. Therefore, a "pumping effect" of the guardrail system is better prevented.

[0022] A third fastening element can respectively be arranged on the respectively outermost uprights referred to the horizontal direction and connected to the uprights and the additional longitudinal profiles, which third fastening element has a greater rigidity than the deformation element. Thus, the tensile bonding is improved over the entire length of the guardrail system. This tensile bonding is con structed such that the longitudinal forces introduced here can be supported by the guardrail system. This enables a better system tension in the event of a collision of a vehicle.

[0023] It is advantageous in this case if at least one reinforcing element is arranged in at least one corner region of the third fastening element. This reinforcing element contributes to making it more possible to prevent the longitudinal profile mounted on the third fastening element from being pressed inwards, that is to say away from the roadway.

[0024] With regards to the improvement of the guardrail system for motorcyclists, it is provided according to a design variant that the additional longitudinal profile forms an underride guard with reference to the guard element.

[0025] According to a further design variant, it is provided that the longitudinal central axes defined by the limbs of the deformation element include an angle that is chosen from a range with a lower limit of 30°, particularly 40°, and an upper limit of 75°, particularly 60°. The deformability of this fastening element is therefore improved. In addition, it is therefore achieved that the fastening of the additional longitudinal profile is closer to the uprights, as a result of which these experience better support by means of the upright during a vehicle collision.

[0026] As already explained previously, it is advantageous if one limb of the fastening element features a recess for producing a clamping joint with the upright.

[0027] For better understanding of the invention, the same is explained in more detail on the basis of the following figures.

[0028] In the figures, in each case in a schematically simplified illustration:

Fig. 1 shows a section from a guardrail system in a view from the rear;

Fig. 2 shows the guardrail system according to Fig. 1 in a side view;

Fig. 3 shows a fastening element in a view from the rear;

Fig. 4 shows a connecting element in a view from the rear;

Fig. 5 shows the connecting element according to Fig. 4 in a side view;

Fig. 6 shows a different fastening element in an oblique view;

Fig. 7 shows an end element in an oblique view.

[0029] At the start, it is stated that positional information chosen in the description, such as e.g. above, below, laterally, etc., relate to the currently described and illustrated figure and, in the event of a change of position, are correspondingly to be transferred to the new position.

[0030] In Figs 1 and 2, a section from a guardrail system 1 is illustrated in a view from the rear, that is to say in a view in the direction of a roadway which is not illustrated, or side view. This guardrail system 1 is used for arrangement on a roadway and comprises a plurality of guard elements 2, i.e guardrails. Preferably, the guard elements 2 are connected to one another, wherein the connection takes place by means of overlapping of the individual guard elements 2 in end regions 3 and subsequent screw connection, wherein at least certain of the openings for accommodating the screws can also be used for connection to uprights 4, arranged behind the guard elements 2, as viewed in the direction of the roadway. Flowever, there is also the option to connect these guard elements 3 to one another using different connection technologies, for example by welding, etc. Likewise, there is the possibility that the guard elements 2 are not connected to the uprights 4 in the end regions 3, but rather at a suitable point in the extent of the guard elements 2.

[0031] The uprights 4 can have a C-shaped profile, wherein the open side of the C-shaped profile is arranged on the rear side, that is to say the side facing away from the roadway. Appropriate recesses or openings are in turn provided in the upright front side, by means of which the fastening element 12 and the additional fastening element 18 can be fastened on the upright 4. The upright 4 itself has a total height, which is composed of a first part height and a second part height, wherein in the installed state of the guardrail system 1, that is to say of the upright 4, only the first part height is arranged above ground level, whereas the second part height is accommodated by the ground or the corresponding subsurface. However, there is also the possibility of an exclusively above-ground arrangement of the upright 4, e.g. by means of a screw connection to the subsurface.

[0032] The C-shaped profile of the upright 4 can however also be realized in the installed situation in such a manner that the open region is orientated in the direction of the roadway. In this case, the openings are constructed in one of the limbs and no longer in the base between the limbs.

[0033] In addition to the variant, in which the upright 4 has a C-shaped profile and the opening of the C-shaped profile is arranged on the rear side of the upright 4, there is also the possibility that the upright 4 is formed by a U-shaped profile element 36, or other upright types known from the prior art for this purpose can also be used.

[0034] The guard element 3 is formed from a first longitudinal profile 5, which can be produced from a flat sheet by folding a lower and an upper side region 6, 7 along longitudinal edges 8, 9, wherein however, there is also the option to produce this guard element 3 in a different way, for example by means of extrusion moulding, rolling, etc. Longitudinal ribs 10, 11 are constructed due to the shaping, which lead to a stiffening of the guard element 2, so that this guard element 2 can pose a higher resistance against a possible collision of a motor vehicle.

[0035] The end region 3 of the guard element 2 can be realized in a tapered manner. This tapered region serves to be pushed in an overlapping manner into an additional guard element 2 of the guardrail system 1, adjoining the guard element 2, or arranged on the same, in order to thus achieve a bonding of the individual guard elements 2 with one another in the same guardrail system 1.

[0036] The guard element 2 can for example consist of a steel sheet with 1.5 mm wall thickness. Of course, there is however in the context of the invention the option to use different metals or alloys, likewise there is the option to choose the wall thickness of this guard element 2 differently, for example from a range between 1 mm and 5 mm.

[0037] The guard element 2 can for example be constructed according to the prior art. In particular, a guard element 2 for the guardrail system 1 can be used, as is described in EP 2 218 826 A2, particularly with reference to the planar central region of the guard element 2 described therein.

[0038] The guard elements 2 are arranged on the uprights 4 via fastening elements 12 and distanced from the uprights. These fastening elements 12 are constructed as intermediate pieces and in each case arranged between the uprights 4 and the guard elements 2. In a side view, they have an approximately U-shaped cross section with a base 13 and also limbs 14, 15 protruding therefrom, wherein the limb 14 is used for connection to the uprights 4 and the limb 15 is used for connection to the guard elements 2. In the illustrated design variant, the base 13 encloses an angle 16 with the upright 4 not equal to 90°. In particular, the base is arranged inclined in the downwards direction. However, there is also the possibility that the base 13 is inclined upwards on the upright 4, as is described in EP2 218 826 A2. The fastening elements 12 can also be constructed as deformation elements, as is likewise described in EP 2 218 826 A2.

[0039] An additional longitudinal profile 17 is arranged underneath the guard element 2 and connected to the uprights 4 via an additional fastening element 18, wherein these fastening elements 18 are constructed as deformation elements.

[0040] These additional fastening elements 18 in the form of a deformation element can be seen better from Fig. 3, which shows the additional fastening element 18 in a view from the front, that is to say in the direction as viewed from a roadway. The fastening element 18 has an approximately U-shaped cross section, as viewed in the longitudinal extent of the additional longitudinal profile 17, with a base 19, from which a first limb 20 and a second limb 21 protrude. The two limbs 20, 21 are - as viewed from the rear or front - offset with respect to one another, as Fig. 3 shows. Therefore, the first limb 20 essentially runs obliquely with reference to the second limb 21, so that the first limb 20 runs to some extent next to the second limb (in a projected common plane) as viewed from the front or rear. In this case, an angle 22, which is enclosed by a longitudinal central axis 23 of the first limb 20 and a longitudinal central axis 24 of the second limb 21 (as viewed in the page level of Fig. 3), can be chosen from a range with a lower limit of 30°, particularly 40°, and an upper limit of 75°, particularly 60°. Planes 25, 26 defined by the two limbs 20, 21 can run parallel to one another in this case, on the other hand, there is also the possibility that these two planes 25, 26 are arranged at an angle to one another. This angle can be chosen from a range with a lower limit of 1°, particularly 4°, and an upper limit of 15°, particularly 8°.

[0041] The two limbs 20, 21 do not have to be realized planarly as illustrated in Fig. 3, even though this is the preferred design variant of the additional fastening element 18. There is the possibility that one or both of the limbs 20, 21 and/or the base 19 are provided with at least one fold in the course of the areas thereof, so that the limbs 20, 21 and/or the base 19 can therefore be realized in a "buck led" manner. In any case, in the preferred design variant of the fastening element 18, the second limb 21, which is used for fastening on the additional longitudinal profile 17, is realized in such a manner that the additional longitudinal profile 17 is arranged at least approximately vertically in the guardrail system 1, as can be seen in particular from Fig. 2. Therefore, should at least one fold be constructed in the course of the second limb 21, then at least a partial area of the entire area of the second limb 21 fulfils the task for producing the desired arrangement of the additional longitudinal profile 17.

[0042] In principle, there is the possibility that the base 19 of the additional fastening element 18 is arranged at an angle of 90° to the limbs 20, 21 in each case. However, the angle between the second limb 21 and the base 19 preferably deviates from 90°. In particular, this angle can be between 95°, preferably 100°, and 130°, preferably 120°, measured at the inside of the fastening element 18. The angle between the first limb 20 and the base 19 then results accordingly. As a consequence of this, the base 19 in the installation location of the additional fastening element is at an angle to the horizontal line, wherein the base 19 preferably rises with respect to a direction of travel 27. Furthermore, the base 19 is preferably also arranged inclined in the direction of the roadway, as can be seen from Fig. 2.

[0043] To reinforce the fastening element 18, there is the possibility that at least one reinforcing element is arranged between the limbs 20, 21, for example in the form of reinforcing brackets or triangles, or that the two limbs 20, 21 are connected to one another, particularly with the inter-arrangement of a profile rod or flat rod, so that, as viewed in cross section, a closed profile results.

[0044] Due to the obliquely angled arrangement of the second limb 21, that is to say the offset thereof, with respect to the first limb 20 of the fastening element 18, it is achieved, inter alia, that in the event of a collision of a vehicle, the additional longitudinal profile 17 can be detached from the uprights 4 more easily in the tensile direction.

[0045] In order to support this effect, it can be provided that the additional fastening element 18 is only connected to the upright 4 by means of a clamping joint. To this end, the first limb 20 of the fastening element 18 can have a recess 28 in its end region opposite the base 19, which is open, particularly slotted, in the direction of the front face of the first limb 20, which recess is used for ac commodating the shaft region of a screw, wherein the clamping action with the upright 4 is generated via the screw head, which bears to some extent against the face of the first limb 20. For simpler threading of the screw, the region of the front face of the first limb 20 can be constructed to be at least approximately funnel-shaped, as viewed from the front, as illustrated in Fig. 3. Since the longitudinal extent of the second limb 20 is preferably at least approximately vertical in the installation position, the longitudinal extent of this recess 28 of particularly slotted construction is likewise preferably vertically orientated, as illustrated in Fig. 3.

[0046] Of course, there is the possibility that the fastening element 18 is connected to the upright 4 using more than one screw or more than one connecting element - different connecting methods and connecting means can therefore be chosen - so that a plurality of recesses 28 of this type can also be provided for this purpose in the first limb 20.

[0047] For connection to the additional longitudinal profile 17, the second limb 19 has at least one opening 29, particularly at least one slot for better adjustability of the fastening element 18. Preferably, two openings 29 are provided in the form of slots.

[0048] Although this described design variant of the fastening is the preferred, there is also the option of inverted arrangement of the recess(es) 27 and openings 29, that is to say that the recess(es) 27 are provided in the second limb 21 and the openings are provided in the first limb 20, so that in the event of a collision of a vehicle, the additional longitudinal profile 17 together with the additional fastening element 18 can therefore be detached from the upright.

[0049] The fastening, particularly screw connection, of the additional fastening element 17 on the additional longitudinal profile 18 preferably takes place in the overlap region of two additional longitudinal profiles 18 - these can also be arranged overlapping in the end region for connection to one another, as already explained for the first longitudinal profiles - as a result of which the same is integrated into the force flow of the additional longitudinal profiles 18.

[0050] Alternatively or additionally, there is the possibility, for achieving the same effect of detaching the additional longitudinal profile 17 from the upright, that at least one of the screws, using which the fastening element 18 is connected on the one hand to the additional longitudinal profile 17 and on the other hand to the upright 4, has a predetermined breaking point, which breaks when a pre-definable load is exceeded.

[0051] The additional longitudinal profile 17 can, as shown in Fig. 2, have an at least approximately planar central region 30, which extends preferably over at least 50% of an overall height 31 (Fig. 1) of the further longitudinal profile 17 in the vertical direction - viewed in the installation position. There is also the option to construct this planar central region 30 over a larger area, for example that the same covers at least 60% or at least 70% of the overall height 31.

[0052] Longitudinal ribs 32, 33 can also be constructed adjacently to this planar central region 30 opposite one another at this central region 30. To this end, the additional longitudinal profile 17 can be constructed protruding upwards and downwards outwardly, i.e. in the direction of the roadway, adjacently to the central region 30.

[0053] In the further construction of the longitudinal ribs 32, 33, the same can be constructed to recoil again at the protruding region. In the region of longitudinal edges 34, 35 (Fig. 1), the additional longitudinal profile 17 can preferably be folded rearwards, that is to say in the direction away from the roadway, so that the free ends of the two longitudinal edges 8, 9 therefore point rearwards, in order to therefore minimize the risk of injury.

[0054] According to a design variant of the guardrail system 1, the first longitudinal profile 5 and the additional longitudinal profile 17 are connected to one another via at least one connecting element 36. This connecting element 36, which is arranged preferably between two mutually adjacent uprights 4, particularly approximately centrally, as Fig. 1 shows, can be seen better from Figs 4 and 5.

[0055] It may be pointed out that in this design variant of the guardrail system 1, the additional fastening element does not have to be constructed as previously described and in particular does not have to be a deformation element, but rather other fastening elements known from the prior art can also be used, particularly without a lateral offset of the two limbs 20, 21. For example, the additional fastening element 17, can be constructed like the first fastening element 12 for the first longitudinal profile 5. In the preferred design variant of the guardrail system, the connecting element 36 is used in combination with a deformation element as additional fastening element 18, particularly with the fastening element 18 as described for Fig. 3.

[0056] The connecting element 36 preferably consists of a folded flat steel. It can for example have two end regions 37, 38 and a central region 39, wherein a fold angle 40 between the central region 39 and the upper end region 37 in the installation location and a fold angle 41 between the central region 39 and the lower end region 38 in the installation location are preferably realized to be very large, so that the connecting element 36 is relatively "flat" as viewed from the side. The fold angles 40, 41 can for example be selected from a range with a lower limit of 130°, particularly 150°, and an upper limit of 170°, particularly 160°. As a result, a connection is realized between the first and the additional longitudinal profile 5, 17, which is as stiff as possible.

[0057] For connection to the additional longitudinal profile 17, the connecting element 36 can have at least one opening 42, particularly at least one slot for the previously mentioned reasons, in the lower end region 38, i.e. in the lower limb, for the arrangement of screws or other suitable fastening means. Also, for the connection of the connecting element 36 to the first longitudinal profile 5, at least one opening 43, particularly at least one slot, is provided in the upper end region 39, i.e. limb, for the arrangement of a screw or another suitable fastening means. The lower holes 42 are preferably constructed horizontally in this case, whilst the longitudinal extent of the upper hole 43 is constructed to be at least approximately parallel to the longitudinal extent of the upper limb.

[0058] In a particular embodiment, the at least one upper opening 43 - with respect to the installation location of the connecting element 36 - has at least one predetermined breaking point 44, particularly in the form of a notch, so that the connection to the first longitudinal profile 5 fails in a controlled manner in an emergency and the connection between the longitudinal profiles 5, 17 is released. In the guardrail system 1 as a whole, not all connecting elements 36 have to be provided with this predetermined breaking point, but this is the preferred design variant of the guardrail system 1.

[0059] In principle, it is possible to arrange the connecting element 36 at least approximately vertically with regards to the longitudinal extent thereof. Preferably, however, the connecting element 36 is arranged at an angle 45 inclined with respect to the horizontal line. This oblique position is used, similarly to the case of the additional fastening element, for better force flow inside the connecting element 36. Preferably, the connecting element 36 is arranged in an inclined manner with respect to the direction of travel 27, that is to say with respect to the normally expected collision direction of a vehicle, as Fig. 1 shows. The angle 45 is preferably chosen from a range with a lower limit of 45°, particularly 65°, and an upper limit of 86°, particularly 80°.

[0060] Instead of the described connecting element 36, differently constructed connecting elements, for example made up of a flat rod without folds or with a fold or more than two folds, can also be used.

[0061] It may be mentioned at this point that for the design variant of the guardrail system 1 with the additional fastening elements 17 according to Fig. 3, the connecting element 36 does not have to be constructed as described for the Figs 4 and 5, but rather any other desired connecting elements or fewer connecting elements in the guardrail system 1 as a whole or no connecting elements can also be used. However, the combination of the additional fastening elements 17 according to Fig. 3 with the connecting element 36 according to Figs 4 and 5 is the preferred design variant of the guardrail system 1, as Fig. 1 shows.

[0062] According to an additional design variant of the guardrail system 1, one third fastening element 46 in each case can be arranged at least at the two outer end regions of the additional longitudinal profile 17 or a string of a plurality of mutually connected longitudinal profiles 17 in each case, as is illustrated in Fig. 6. As viewed in a plan view, this essentially consists of an at least approximately Z-shaped profile 47, wherein one end 48 of this profile 47 is connected to an additional at least approximately L-shaped profile 49, particularly is constructed integrally therewith. A limb 50 of the L-shaped profile 49 can be connected to the central part or, in the region of an edge of the Z-shaped profile 47, to the same, forming a closed profile cross section. To improve the connection, the limb 50 of the L-shaped profile 49 can be folded, in order to thereby obtain a larger bearing surface on the Z-shaped profile 47, for example in order to enable a screw connection therewith, as is illustrated in Fig. 6. At least one reinforcing element 51, for example with triangular cross section - as viewed from above - can additionally be arranged in this folded corner region. The free end region of the Z-shaped profile 47 has at least one opening 52, particularly one slot, for the screw connection of the third fastening element 46 to the upright 4. On the front side, i.e. the limb of the Z-shaped profile 47, which points in the direction of the roadway in the installed state, at least one opening 53 can likewise be provided, in order to therefore enable the screw connection of this fastening element 46 to the additional longitudinal profile 17. This opening 53 can be reinforced by the arrangement of a reinforcing element 54. This third fastening element 46 is preferably arranged on the upright 4 in such a manner (like the additional fastening element 18 also) that the screw connection to the additional longitudinal profile 17 takes place behind the upright 4, as viewed in the direction of travel 27. Preferably, the third fastening element 46 has a higher stiffness than the additional fastening element 18.

[0063] Due to the arrangement of this third fastening element 47, the tensile bonding can be improved over the entire length of the guardrail system 1. This tensile bonding is preferably constructed in such a manner that at the third fastening elements 46, the longitudinal forces introduced can be supported by the additional longitudinal profiles 17. This enables a better system tension in the event of a collision of a vehicle.

[0064] For further improvement of the guardrail system 1, round elements 55 can be arranged as an end on each side of the guardrail system 1, at least in the region of the additional longitudinal profile 17, as can be seen from Fig. 7, which round elements better protect motorcyclists in the case of a front collision at the guardrail system 1.

[0065] A system reinforcement of the basic system of the guardrail system 1 consisting of the first longitudinal profile 5, the first fastening elements 12 and the uprights 4 is achieved per se by the arrangement of the additional longitudinal profile 17. It is therefore possible to arrange the additional longitudinal profile 17 underneath the first longitudinal profile 5 as underride guard, likewise there is the option to arrange this above the first longitudinal profile 5.

[0066] To verify the improvement, collision experiments in accordance with DIN EN 1317 (100 km/h at 20° collision angle for cars and 15° for lorries) were performed. The previously mentioned results were obtained.

[0067] For the screw connection of the individual parts of the guardrail system 1 to one another, it may be mentioned that there is the possibility that in addition to the screws, clamping discs and inlays in the form of insertion elements, etc. are provided, of course in addition to the required nuts.

[0068] Furthermore, it is possible that in the central region 30 of the additional longitudinal profile 17, an in particular strip-shaped damping element can be arranged, as is described in EP2 218 826 A2, to which reference is made in this regard. This damping element can be produced from an elastomer material. Recycling materials can also be used in this case, for example mutually connected particles and/or fibres made from used rubber, for example from used tyres, which are connected to one another e.g. by means of a polyurethane. However, other materials or elastomers can also be used for this damping element however. The in particular mat-like damping element is preferably adhesively bonded to the central region 12 of the guard element 3, for example by means of a commercially available two-component adhesive.

[0069] It may be pointed out again that all positional information in the description is always to be read with reference to the installation situation of the guardrail system 1.

[0070] The exemplary embodiments show possible design variants of the guardrail system 1.

[0071] As a matter of form, it may finally be mentioned that for better understanding of the structure of the guardrail system 1, it and/or its components have to some extent not been illustrated true to scale and/or have been illustrated enlarged and/or reduced in size.

LIST OF REFERENCE NUMERALS

[0072] 1 Guardrail system 2 Guard element 3 End region 4 Upright 5 Longitudinal profile 6 Side region 7 Side region 8 Side edge 9 Side edge 10 Longitudinal rib 11 Longitudinal rib 12 Fastening element 13 Base 14 Limb 15 Limb 16 Angle 17 Longitudinal profile 18 Fastening element 19 Base 20 Limb 21 Limb 22 Angle 23 Longitudinal central axis 24 Longitudinal central axis 25 Plane 26 Plane 27 Direction of travel 28 Recess 29 Opening 30 Central region 31 Height 32 Longitudinal rib 33 Longitudinal rib 34 Longitudinal edge 35 Longitudinal edge 36 Connecting element 37 End region 38 End region 39 Central region 40 Fold angle 41 Fold angle 42 Opening 43 Opening 44 Predetermined breaking point 45 Angle 46 Fastening element 47 Profile 48 End 49 Profile 50 Limb 51 Reinforcing element 52 Opening 53 Opening 54 Reinforcing element 55 Round element

Claims (12)

A shielding system (1) for arranging on a road, comprising at least one shielding element (2) consisting of a first longitudinal profile (5), posts (4), fastening elements (12) for connecting the shielding element (2) with the posts (4) and at least one further longitudinal profile (17) arranged below or above the shielding element (2) and connected to the posts (4) by further fastening elements (18), wherein the additional fastening elements (18) are formed as deformation elements, each of which is attached to the front of a post (4) facing the further longitudinal profile (17) and having an approximately U-shaped cross-section with a base (19) and two legs (20, 21), characterized in that the deformation elements are secured to the further longitudinal profile (17) such that they are laterally offset relative to the posts (4), for which purpose one leg (20) is formed so that it extends obliquely to the other leg (2) 1). Shielding system (1) according to claim 1, characterized in that a deformation element is connected to a post (4) by means of a clamping connection. Shielding system (1) according to claim 1 or 2, characterized in that the deformation elements are screwed onto the posts (4) by means of screws and at least some of the screws constitute a predetermined breaking point. Shielding system (1) according to one of claims 1 to 3, characterized in that the additional longitudinal profile (17) is connected to the first longitudinal profile (5) by means of at least one connecting element (36), wherein the connecting elements (36) is arranged between two adjacent posts (4). Shielding system (1) according to claim 4, characterized in that the connecting elements (36) are arranged inclined at an angle (45) with respect to the vertical. Shielding system (1) according to claim 5, characterized in that the angle (45) is selected in an area with a lower limit of 45 ° and an upper limit of 86 °. Shielding system (1) according to one of claims 4 to 6, characterized in that the at least several connecting elements (36), preferably all connecting elements, have a predetermined breaking point. Shielding system (1) according to one of claims 1 to 7, characterized in that a third fastening element (46) is arranged on the posts (4) on the respective outer end regions in a horizontal direction and connected to the posts (4) and the further longitudinal profiles (17), wherein the third fastening element has greater stiffness than the deformation element. Shielding system (1) according to claim 8, characterized in that at least one reinforcing element (51) is arranged in at least one corner region of the third fastening element (46). Shielding system (1) according to one of Claims 1 to 9, characterized in that the additional longitudinal profile (17) forms an underrun protection. Shielding system (1) according to one of claims 1 to 10, characterized in that the longitudinal center axes (23, 24) defined by the legs (20, 21) of the deformation element include an angle (22) selected from a region with a lower limit of 30 ° and upper limit of 75 °. Shielding system (1) according to one of claims 1-11, characterized in that a leg (20) of the deformation element has an outlet (28) for producing a clamping connection with the post (4).