EP1380695A2 - Vehicle restraint system - Google Patents

Abstract

The system has a steel guide barrier next to a road connected to displaceable transverse slide rails that can be displaced relative to a fixed guide against an increasing resistance and pivot to a limited extent relative to the fixed guide. The slide rail is wedge-shaped in plan view for mounting on a bridge cap and the fixed guide has guide strips accepting slide rails between them and for attachment to the bridge cap with a joining cover rail. The system has a guide barrier of steel next to a road connected to displaceable transverse slide rails (23) that can be displaced relative to a fixed forced guide (31) against an increasing resistance and pivot to a limited extent relative to the fixed guide. The slide rail is wedge-shaped in plan view for mounting on a bridge cap of a bridge structure and the fixed guide has guide strips (32) accepting the slide rail between them and for attachment to the bridge cap with a joining cover rail (33).

Description

The invention relates to a vehicle restraint system according to the features in Preamble of claim 1.

Such a vehicle restraint system is known from DE 43 29 547 C1. There is the Leitschwellenstrang from several shots detachable to each other set, in cross-section trapezoidal, stiffened inside Leitschwellen with lateral Auffahrschenkeln and end-side coupling tabs and out arranged above the barriers and detachably connected to these, Weft-by-piece guide bars with end coupling lugs educated. The stiffening is done by cross-sectionally U-shaped runners. A runner is provided with a slot. This one is above one in the ground recessed tube arranged. About a connection between the skid and the pipe can be a transversal guide of the barrier to the pipe and over the Length of the slot the maximum transverse displacement can be determined.

Through the integration of vertical cross-section U-shaped runners in the lower altitudes of the barriers in connection with the barriers hood-like with large overlapping surfaces cross Leitholmen and due to a targeted limited local transverse displacement the Leitschwellenstrangs enabling bottom anchors becomes a steel Leitschwellenstrang for two traffic routes separating Median strip provided in a rear-end collision in its stability behavior with the stability behavior of a concrete barrier string is almost equivalent, but compared to this one Compliance has shown that a much better protection of Car and motorcyclist in reducing the damage to a motor vehicle is guaranteed. Also, a repair of the Leitschwellenstrangs is only in particularly heavy, mostly caused by trucks Rear-end collisions required, namely in such rear-end collisions, where also at a concrete barrier string repair is inevitable.

In the course of traffic routes, there are now also bridge structures due to terrain with so-called bridge caps. Bridge caps are concrete structures, by reinforcements with the actual bridge structures are connected. They usually have one each in the vertical plane essentially L-shaped cross-section with a long horizontal Thigh and a short vertical thigh. The vertical leg lies on the side of a bridge structure, while the horizontal leg itself extends on the bridge structure.

On the bridge caps are the Leitschwellenstränge for motor vehicles firmly anchored. The Leitschwellenstränge often consist of a cross section W-shaped crash barriers, which are fixed by posts on the bridge caps are worn.

Within the scope of WO 00/65156 it is also known, Leitschwellenstränge with concrete concrete thresholds (New Jersey profile) as a bridge cap associate that in an impact of a motor vehicle on the Leitschwellenstrang this is moved transversely. These will be on the bridge cap Rails attached, which were embraced by guide shoes on the thresholds become. In this way, in a lateral approach of the Leitschwellenstrangs by a motor vehicle a limited arcuate displacement the Leitschwellenstrangs in the contact area with the motor vehicle possible. The forces acting on starting are determined by the inertia of the barriers, by their bottom friction and the Zugankerwirkung the coupling elements taken in the longitudinal direction of the Leitschweltenstrangs. Within the Leitschweltenstrangs the individual thresholds can through Shift relative to the guide rails a limited movement To run. The limited displacement of the barriers allows a Conversion of a part of the kinetic energy of the motor vehicle in the Shifting of the thresholds expended shifting work.

The new guidelines for vehicle restraint systems on bridge structures They also claim that they are impacted by trucks (lorries) Weights of 38 t must withstand without the lorry's Leitschwellenstränge made of steel and can be broken down from the bridge structures fall or that in such an impact, the bridge caps together be demolished with the Leitschwellensträngen of the bridge structures can crash into the depths together with the impacting trucks.

Although it has already been proposed in the scope of DE 199 33 401 A1, in Cross-section of W-shaped guardrail-bearing posts on a bridge structure transverse to the track to make relocatable. Such a restraint system But even in the design for the containment levels H3 or H4 the new requirements, because it is too high in the event of an impact Deformation experiences, so that the displacement assembly jammed. The then in the bridge cap initiated force is too high. The bridge cap can tear off. Even more so, this proposal does not take into account the impact force of a 38 t truck and therefore does not correspond to the containment level H4b according to DIN EN 1317-2.

The invention is - starting from the prior art - the task based, a vehicle restraint system with a steel crash barrier for placement on a bridge cap of a bridge structure create, which also in a collision of a truck with a maximum permissible gross weight ensures that the truck is properly connected to the Leitschwellenstrang is guided along and the Leitschwellenstrang not demolished from the bridge structure together with the bridge cap can be.

This object is achieved with the in the characterizing part of patent claim 1 solved characteristics.

The core of the invention is the functional interaction of a respect Its design adapted to the respective local requirements steel Leitschwellenstrangs with a parked thereon arrangement for Shifting the guideway across the track when a vehicle, in particular also a lorry of the highest weight class, on the Leitschwellenstrang bounces.

Each threshold of the Leitschwellenstrangs may preferably from a in Cross-section trapezoidal housing with side risers, one above the housing extending spar and from the spar to the housing consist of dissociating posts. Here, the height of the spar is targeted to the height of the supporting frame of a truck of the highest weight class designed to be this way along with the heavy trapezoidal Housing a comparatively stiff steel Leitschwellenstrang to build. It is advantageous in this context, if the Total height of the main barrier, including the thickness of the bridge cap to the height of the housing including the thickness of the bridge cap approximately as 1.7: 1 to 1.9: 1 behaves. The top of the spar runs in one Height of about 1.5 m above the driveway. For stiffening the Leitschweltenstrangs contributes to the fact that the connecting means between two barriers Allow no or very limited angularity.

But can also be used differently structured Leitschwellenstränge reach.

An essential point of the invention is that the slide in the Top view is now wedge-shaped. If then according to one Another significant feature of the invention, the forced operation two the Slide rail with lateral spacing between receiving guide rails has, soft together with two the slide rail edge overarching cover strips are fixed on the bridge cap, so can the Slide rail not only in its longitudinal direction relative to the guide rails and Deckleisten be shifted, but also limited pivoting in to perform the horizontal plane.

At the the track facing wider end of the slide Querwulste provided, which interact with brake brackets, the are longitudinally displaceable attached to the cover strips. These brake consoles be in an impact of a motor vehicle on the Leitschwellenstrang then contacted by the Querwulsten when the slide about half has traveled its predetermined displacement path. This relocation path allows a comparatively soft catch also lighter Motor vehicles and their Along the Leitschwellenstrang, without the motor vehicles are thrown back into the driveway.

If the displacement path is up to the contact of the transverse bulges with the brake consoles, e.g. Upon impact of a truck, exhausted, becomes another shift the slide a resistance set by the height of the Bracing the brake pads on the cover strips can be determined. The brake consoles then move together with the slide rail along the guide and cover strips, so that the inventive Restraint system in this way the force of the impacting motor vehicle absorbs and the kinetic energy in friction, deformation and heat energy transforms.

The maximum displacement of the Leitschweltenstrangs is adjustable so that a Operating path for service personnel between the main barrier and a Bridge railings of usually at least 75 inches wide in most Cases can still be used. The stability and stiffness of the Leitschwängenstrangs thus sets in conjunction with the Leitschwellen associated, along the positive guides along sliding rails sure that even trucks of the highest weight category of currently 38 t perfectly under limited arcuate deflection of the Leitschwellenstrangs guided along this and not thrown back into the driveway become. In any case, with the help of the invention avoids that on a bridge cap fixed Leitschwellenstrang in a vehicle collision by the motor vehicle with the bridge cap from the bridge structure is demolished.

Due to the support of the Leitschwellenstrangs on the slides but even in a collision of passenger cars (cars) of smaller size the ASI value required by the Federal Highway Research Institute (BAST), that is, the braking delay is maintained. Accordingly, also becomes lighter car the vehicle restraint system according to the invention under the same which impact angle always at least limited relocate, so that the Impact energy in friction and / or deformation energy and heat energy is converted.

A particularly advantageous embodiment of the invention is in the Features of claim 2 erblickt.

Then there are bolts on the brake brackets and in the cover strips Provided longitudinal grooves. The bolts pass through the longitudinal grooves. On the upward on the cover strips projecting threaded portions of Bolt bolts are turned nuts with a certain torque can be attracted. In this way it is possible, the Resistance when moving the brake brackets through one on the Leitschwellenstrang exactly define the impacting vehicle. The Brake brackets can each have two bolts.

At the ends of the displacement paths of the brake consoles are according to claim 3 associated with the guide rails damping means. These damping agents can be made of rubber or plastic. They are in the form of Buffer bodies preferably associated with short legs of the guide rails, when these guide rails are configured L-shaped.

The Querwulste on the slide rail are according to the characteristics of Patent claim 4 end convexly curved. This allows a tilt-free Swiveling the slide rail in a horizontal plane at a curved arcuate Leitschwellenstrang.

An additional frictional resistance is characterized according to claim 5 thereby generated that the slide with inclusion of spacers with a the deck strips edge overarching support foot of a barrier is detachably connected. Since the support foot on the spacers with the slide rail screwed, also in this case the frictional resistance is relatively be determined precisely, namely, that the slide the Cover strips engages below the edge and the support foot, the cover strips edge overlaps.

A practical design of the vehicle restraint system according to the invention is given if, according to claim 6, the length of Slide rail approximately equal to the length of the guide rails or the cover strips is measured.

Figur 1

in der Perspektive einen Ausschnitt aus einem Brückenbauwerk mit einem auf einer Brückenkappe angeordneten Fahrzeugrückhaltesystem;

Figur 2

eine Stirnansicht auf die Darstellung der Figur 1 in Richtung des Pfeils II gesehen;

Figur 3

eine Ansicht auf die Darstellung der Figur 2 in Richtung des Pfeils III gesehen;

Figur 4

in der Perspektive in vergrößertem Maßstab einen Ausschnitt der Darstellung der Figur 1 mit nur einer Leitschwelle vor einer Verlagerung;

Figur 5

die Darstellung der Figur 4 bei teilweise verlagerter Leitschwelle;

Figur 6

in der Perspektive in vergrößertem Maßstab eine Zwangsführung für den Leitschwellenstrang der Figur 1;

Figur 7

in der Perspektive die Darstellung der Figur 6 von unten gesehen;

Figur 8

eine Draufsicht auf die Darstellung der Figur 6 mit strichpunktiert angedeuteten Deckleisten und

Figuren 9 bis 11

die Darstellung der Figur 6 unter Fortlassung einer Deckleiste in drei verschiedenen Betriebspositionen.

The invention is explained in more detail with reference to an embodiment illustrated in the drawings. Show it:

FIG. 1

in perspective, a section of a bridge structure with a arranged on a bridge cap vehicle restraint system;

FIG. 2

seen an end view of the representation of Figure 1 in the direction of arrow II;

FIG. 3

a view seen on the representation of Figure 2 in the direction of arrow III;

FIG. 4

in perspective on an enlarged scale a section of the representation of Figure 1 with only a threshold before a shift;

FIG. 5

the representation of Figure 4 with partially displaced Leitschwelle;

FIG. 6

in perspective on an enlarged scale, a positive guide for the Leitschwellenstrang of Figure 1;

FIG. 7

in perspective, the representation of Figure 6 seen from below;

FIG. 8

a plan view of the representation of Figure 6 with dash-dotted lines indicated cover strips and

FIGS. 9 to 11

the representation of Figure 6, omitting a cover strip in three different operating positions.

1 denotes a part of a concrete bridge structure in FIG. 1, the edge with a vertical cross-section L-shaped bridge cap. 2 is provided. As can be seen also the figures 2, 4 and 5, runs above the short vertical leg 3 of the bridge cap 2, a bridge railing 4. In the lateral distance to the bridge railing 4 extends the long horizontal leg 5 of the bridge cap 2, a vehicle restraint system 6 with a steel Leitschwellenstrang 7 from shot Together set thresholds 8. Through the Leitschwellenstrang 7 and the bridge railing 4 is formed a service route 9 for service personnel (Figures 1 and 2). The Leitschwellenstrang 7 limits a guideway 10 for Motor vehicles 11.

As can be seen in particular Figures 2 to 5, each threshold 8 is a trapezoidal cross-section housing 12 with side risers 13, one above the housing 12 extending, in cross-section approximately C-shaped Holm 14 and the spar 14 to the housing 12 spaced posts 15 with a likewise C-shaped cross section. The posts 15 are on the one hand attached to the top 16 of the housing 12 and on the other hand a housing 12 just above the footstep 13 inside in Lengthwise penetrating horizontal plate 17 (Figures 2, 4 and 5).

Two successive barriers 8 (Figures 4 and 5) are in the height range the housing 12 via holes 18 in the side walls 19 and Connecting plates 20 and in the region of the spars 14 via holes 21 and C-shaped coupling pieces 22 screwed together.

As can be seen by looking at FIGS. 1 to 11 together, each one is Threshold 8 on the wings 13 of the housing 12 on three Slide rails 23 attached, which are transverse to the track 10 approximately in the extend vertical planes in which the posts 15 are arranged. Furthermore, Figures 2, 6 and 8 to 11, that on the slide rails 23 U-shaped Support feet 24 are screwed, which are below the horizontal plate 17 extend between the side walls 19 (Figure 2) and in the Areas 25 to the concave transitions 26 between the side walls 19th and the uprising wings 13 are adapted (Figures 2, 4 and 5). The Connection between the slide rails 23 and the support legs 24 via three bolts 27 and spacers 28th

Each slide rail 23 is wedge-shaped in plan view in its longitudinal extent formed (Figures 7 to 11). The narrow end 29 points to the bridge railing 4 and the wide end 30 to the track 10 out. The slide rail 23 extends in a steel positive guide 31 (Figures 1 to 11), which is formed by two guide rails 32 and two cover strips 33. The Guide rails 32 and the cover strips 33 are screwed together, wherein the bolts used for this purpose 34 and nuts 35 at the same time also the Forced operation 31 on the bridge cap 2 set (Figure 2).

In particular, Figures 6 and 8 can be seen that the support legs 24 the Overlap edges 36 of the cover strips 33. The thickness of the cover strips 33 corresponds approximately to the thickness of the spacers 28. The thickness of the slide rail 23 corresponds approximately to the thickness of the guide rails 32nd

Also, Figures 6 to 11 show that the slide rail 23 edge is overlapped by the cover strips 33.

Each slide 23 has at the wider end 30 Querwulste 37 with convex end faces 38 (Figures 7 to 11), which on the inner sides 39 of the Guide rails 32 can support. The slide rail 23 extends from wider end 30 starting with increasing distance to the guide rails 32 to the narrower end 29. The length L of the slide rail 23rd corresponds to the length L1 of the guide rails 32 and the cover strips 33rd

Due to the lateral distance of the slide rail 23 to the guide rails 32, the slide rail 23 in each relative position to the positive guide 31 to a Pivoting limited vertical axis and therefore the entire Leitschwellenstrang 7 allow in accordance with Figure 1, in an impact by a Motor vehicle 11 with a large radius over the entire width of Dodge 9. Here, the slide rails 23 through the Bridge railing 4, such as Figure 2 shows.

As shown in Figures 6, 7 and 9 to 11 are in the bridge railing facing longitudinal portions 40 of the cover strips 33 longitudinal grooves 41st incorporated. The longitudinal grooves 41 are each of two bolts 42nd durchfasst, which are attached to brake brackets 43 made of steel, which are located in the Thickness range of the slide rail 23 extend. With the help of the bolts 42 and nuts 44 as well as a torque wrench, the brake pads 43 are fixed in position with a certain force under the cover strips 33. The Positional fixing takes place according to the figures 6 to 10 approximately in the vertical Central transverse plane of the cover strips 33.

In the transition region of the long legs 45 of the L-shaped guide rails 32 on the short legs 46 are damping means 47 in the form of Rubber buffers provided.

Now bounces a motor vehicle 11 according to the illustration of Figure 1 on the Leitschwellenstrang 7, so this can initially deform arcuate, wherein the slide rails 23 by their embedding between the legs 5 of the Bridge cap 2 and the cover strips 33 on the one hand and by grasping the edges 36 of the cover strips 33 through the support legs 24 and the Querwulste 37 bring the impact force only a limited resistance. This Facts come in particular motor vehicles 11 with lower weights benefit.

At higher impact forces a greater relative displacement of the Slide rails 23 to the positive guide 31. Then contact the Querwulste 37 of the slide rails 23, the brake pads 43, the impact force is a set greater resistance, thereby increasing the kinetic energy in motor vehicles 11 with larger weights also in friction and Deformation energy and heat energy is converted. This transformation takes place until the brake pads 43 to the damping means 47th strike, so that then the end position of the slide rails 23 is reached and also motor vehicles 11 up to 38 t properly along the Leitschwellenstrangs 7 are performed without the risk that the bridge cap 2 is demolished by the bridge structure 1.

REFERENCE NUMBERS

1 -

bridge construction

2

bridge cap

3 -

vertical leg v. 2

4 -

bridge railing

5 -

horizontal leg v. 2

6 -

Vehicle restraint system

7 -

A crash barrier

8th -

Traffic Guidance

9 -

operating path

10 -

Driveway f. 11

11 -

motor vehicle

12 -

Housing v. 8th

13 -

Riot wings

14 -

Holm v. 8th

15 -

Post v. 8th

16 -

Top v. 12

17 -

Horizontal sheet in 12th

18 -

Holes in 19

19 -

Sidewalls v. 12

20 -

connecting plates

21 -

Holes in 14

22 -

Coupling pieces on 14

23 -

slides

24 -

support legs

25 -

Areas v. 24

26 -

Transitions between 13 a. 19

27 -

bolts

28 -

spacers

29 -

narrow end v. 23

30 -

broad end v. 23

31 -

forced control

32 -

Guide rails v. 31

33 -

Cover strips v. 31

34 -

Bolt f. 32 u. 33

35 -

Nuts at 34

36 -

Edges v. 33

37 -

Querwulste on 23

38 -

End faces v. 37

39 -

Inside pages v. 32

40 -

Length sections v. 33

41 -

Longitudinal grooves in 40

42 -

bolts

43 -

brake consoles

44 -

Nuts at 42

45 -

long thighs v. 32

46 -

short thighs v. 32

47 -

damping means

Claims (6)

Vehicle restraint system which comprises a steel guardrail (7) made of steel next to a guideway (10), in which each guardrail (8) is connected to at least one slide rail (23) displaceable transversely to the longitudinal extent of the guardrail strand (7) is that on a locally fixed positive guide (31) along a displaceable at a transverse displacement of the Leitschwellenstrangs (7) resistance and horizontally limited pivotally relative to the positive guide (31), characterized in that for arrangement on a component of a bridge structure ( 1) forming the bridge cap (2) the slide rail (23) is wedge-shaped in plan view, the positive guide (31) has two guide rails (32) receiving the slide rail (23) at a lateral distance between them, which together with two slide rails (23 ) edge strips overlapping (33) on the bridge cap (2) fes are laid, and that under the cover strips (33) provided at the wider end (30) of the slide rail (23) Querwulste (37) in the longitudinal direction of the cover strips (33) displaceable brake pads (43) are attached. Vehicle restraint system according to claim 1, characterized in that at the brake pads (43) provided bolts (42) longitudinal grooves (41) in the cover strips (33) and pass through the screw (42) rotatable nuts (44) on the cover strips ( 33). Vehicle restraint system according to claim 1 or 2, characterized in that end of the displacement path of the brake pads (43) damping means (47) are provided on the guide rails (32). Vehicle restraint system according to one of the claims 1 to 3, characterized in that the end faces (38) of the transverse beads (37) are convexly curved. Vehicle restraint system according to one of the claims 1 to 4, characterized in that the slide rail (23) with the inclusion of spacers (28) with a cover strips (33) at the edge cross-support leg (24) of a guide threshold (8) is detachably connected. Vehicle restraint system according to one of the claims 1 to 5, characterized in that the length (L) of the slide rail (23) is approximately equal to the length (L1) of the guide rails (32) and the cover strips (33).

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