EP1640505A1 - Guardrail arrangement - Google Patents

Abstract

The crash barrier arrangement has several profile posts anchored or anchorable in the ground, at least one barrier rope running along its long axis and at least one spacing element by which the rope is coupled to the posts. It has at least one spacing element, deformable on impact, between a post and a rope on the road side. At least one spacing element is bordered in the direction of the long axis by an area beside or near the respective profile post, and in the direction orthogonal to the long axis is bent in a middle area between the base and contact sections.

Description

The present invention relates to a guard rail arrangement for a vehicle restraint system for securing roadways with a plurality of profile posts that are anchored or anchored in a ground, at least one along a longitudinal axis extending guard rail and at least one spacer element arrangement, by means of the guard rail each with one of the profile posts can be coupled or coupled, wherein the roadway at least one spacer element arrangement is arranged in each case between one of the profile posts and the at least one protective barrier strand and wherein the at least one spacer element arrangement is designed such that it deforms depending on the impact, wherein the at least one spacer element arrangement - viewed in the direction of the longitudinal axis - has at least two rectified angled connecting leg, which are attached or attachable via a base portion to the associated profile post and each formed over a contact portion for connection to the at least one guard rail.

To protect lanes are attached to the side of these vehicle restraint systems. In addition to concrete structures in particular steel barrier arrangements are preferably used for this purpose. Depending on the version, the vehicle restraint systems can be assigned to different safety categories. Serve for this purpose parameters that are determined by experiments. One of these parameters is the so-called "stoppage level", which provides information about how high the stoppage capacity and the suitability for deflecting an impacting vehicle of the respective vehicle restraint system. Another parameter is the so-called "effective range", which is calculated from a dynamic transverse displacement and the actual design of the vehicle restraint system. Finally, a parameter termed the "impact severity level" serves to estimate the load on vehicle occupants and, therefrom, an expected severity of injury upon impact of the vehicle on the vehicle restraint system.

For cost reasons, it is nowadays preferred to provide vehicle restraint systems in the modular principle and thus to create the possibility of using modularly different components from the modular system as a function of the requirements to be met in each case. In particular, it is with conventional systems difficult to simultaneously achieve high levels of containment and to keep the impact severity low. In other words, this means that the vehicle restraint systems available in the prior art, which have a sufficiently high retention capacity, that is, which can withhold heavy vehicles at high impact speed and relatively large impact angle, usually due to a relatively low deformation capacity to one lead to very high impact severity and thus provide adequate protection for vehicle occupants in an impact. In order to counter this problem, various individual solutions have been considered in the prior art.

Thus, for example, in DE 38 09 896 A1 a vehicle restraint system is shown in which a mounted at about half the height of the post above the ground guard rail is connected to the respective profile post via a hollow circular cross-section tubular element. The longitudinal axis of the tubular element extends substantially parallel to the longitudinal axis of the profile post. In the event of an impact, the tubular element may deform and thereby absorb impact energy. However, it has been shown that the tube element has too low a deformation resistance and an undesirable deformation behavior in the event of an impact. In addition, it makes assembly and production difficult.

In order to eliminate the disadvantages associated with the pipe element, a hollow element with hexagonal profile is used in the vehicle restraint system according to DE 42 24 998, which is aligned substantially parallel to the longitudinal axis of the profile post and screwed to this several times. The spacer extends over more than half of the protruding over the ground portion of the profile post and carries a arranged in the middle of the profile post guard rail and another arranged at the free end of the profile post guard rail. This solution offers relatively little flexibility with regard to the adjustment of the distance between the profile post and the protective barrier strand and between the protective barrier strands with one another. In addition, this vehicle restraint system has a high weight due to the relatively large volume and long post member, which complicates the production and assembly and increases the manufacturing cost due to the material requirements. Finally, this vehicle restraint system has the disadvantage of difficult maintenance, in particular because a large number of components are damaged in the event of local deformation of the spacer element. In particular, maintenance measures are both at the middle and at the top Guard rail required if only locally in the middle of the central barrier rail a deformation of the spacer element due to a weak impact has occurred. Another disadvantage of this spacer element is its deformation behavior, since it allows a collapse of the guard rail in the event of an impact.

The document EP 1 061 179 B1 further shows a vehicle restraint system in which a single guard rail is attached to the profile post via a plurality of metal straps. As a result, it is possible to set different distances between a respective protective barrier strand and the profile post, as required, by the use of differently designed metal straps. However, the solution shown in this document requires a very high production and assembly costs. In particular, the individual metal tabs are provided at different locations with cranks and / or kinks to each achieve a sufficient deformation resistance. In addition, it can also easily occur in this system in the event of an impact to situations in which lowers due to the forces acting on the respective guard rail, so that the stoppage of the system deteriorates.

Finally, from the generic document to the prior art FR 2,124,828 a guard rail assembly for a vehicle restraint system is known, in which the individual profile posts are connected via a continuous spacer element arrangement with the protective barrier strand. The spacer element arrangement comprises two separately formed spacer strips, which are each separately to be attached to both the profile post and the protective barrier strand. However, it has been found that this arrangement is relatively difficult to assemble on the one hand and on the other hand has a high weight. This is due in particular to the fact that the spacer strips extend over the entire length of the protective barrier strand.

It is the one object of the present invention to provide a guard rail assembly for a vehicle restraint system and a corresponding vehicle restraint system that achieves a high degree of containment at low impact severity at a simple and cost-effective production and installation at the same time and in which the guard rail does not lower in the event of an impact.

This object is achieved by a guard rail arrangement of the type described, in which the at least one spacer element arrangement in the direction of Longitudinal axis is limited in each case to a region at or near the respective profile post lengthwise and is angled several times in the direction orthogonal to the longitudinal axis in a central region between the base portion and contact portion.

The essential aspect of the invention lies in the simplicity of the spacer element arrangement, so that a cost-effective production and assembly is ensured at a very low weight of the overall arrangement. Furthermore, it has proved to be particularly advantageous that a targeted deformation of the guard rail assembly can be achieved by the formation of the connecting legs in the central region repeatedly angled during an impact. Unlike the various embodiments of the prior art, in which due to the forces acting in the impact deformation behavior is difficult to predict and an undesirable lowering of the guardrail strand may occur, it is possible by the invention to align the multi-angled connecting leg so that the guardrail regardless of the impact situation always in one and the same direction, in particular tends to upward, evades. An uncontrolled buckling of the central region can be prevented. Furthermore, it can be prevented by the invention that the guard rail arrangement or equipped with this vehicle restraint system in a collision of a vehicle in a first deformation phase so far from its original position lowers that the vehicle in the sequence on the guard rail line slides away and not on the roadway can be kept. The targeted alignment of the multiply angled in its central region connecting leg instead provides for a deformation of the spacer element arrangement in a desired direction, in particular tends to upward.

Due to the limitation in length of the spacer element arrangement on the region at or near the respective profile post, a considerable weight saving can be achieved, in particular with respect to arrangements of the prior art with continuous spacer element arrangements. In addition, the ease of installation of the system is improved by the "Iokal" limited spacer element arrangements, since the respective fitter, for example, to access screws or nuts gets access from several sides.

In an advantageous embodiment of the invention, it is further provided that each connecting leg has at least two kinks which lie substantially within a range of the middle third of the effective length of the respective connecting leg between the base portion and the contact portion.

This positioning of the kinks ensures that the two leg sections can move on both sides of the kinks sufficiently free and so the desired deformation behavior of the guard rail assembly can be achieved. The kinks can be positioned closer to the profile post or closer to the guardrail strand as needed within the middle third of the connecting leg. Preferably, however, the kinks are arranged substantially in the middle of the connecting leg, in the area halfway between the profile post and protective barrier strand. It is understood that the length of the respective connecting leg and the distance of the kinks are each chosen largely freely and can be adapted to the case of need. Furthermore, it can be provided that the kinks in the connecting legs in each case form vertices of mutually opening, preferably blunt, angles. This gives each connecting leg a z-shaped or wavy course, which leads to a reproducible deformation behavior.

The above-mentioned, in the event of an impact tends upward deformation of the spacer element arrangement, which ensures a more predictable and with respect to the prior art improved containment is achieved in particular in that each connecting leg starting from the base portion leg portions, each leg portion with proper assembly and Anchoring the guard rail assembly on the ground - viewed in the direction of the longitudinal axis - opposite to a horizontal reference line obliquely upwards. If a vehicle collides with a suitably configured protective barrier arrangement, the vehicle applying itself to the protective barrier strand and exerting a force directed toward the profile post, the obliquely upwardly pointing leg sections of the connecting limbs of the spacer element arrangement already predetermine the deformation direction. With sufficiently large force, it comes at the kinks to a folding of the connecting leg with tendency upward movement of the vehicle in-line guard rail line. In this case, the spacer element assembly is completely compressed, so that then applies the guard rail to the profile post. However, the contact between the protective barrier strand and the profile post then takes place in each case by the obliquely upward orientation of the leg sections of the connecting limbs at a height which is equal to or above the original level of the protective barrier strand. As a result, the above-mentioned undesired sliding away of the vehicle via the guard rail arrangement can be purposefully prevented.

With regard to the geometry of the spacer element arrangement, an advantageous embodiment variant of the invention provides that the profile post near leg portion of at least one of the connecting leg with the horizontal reference line forms an angle in the range of 10 ° to 45 °, preferably in the range of 35 °. Furthermore, it can be provided in this context that the profile post remote leg portion of at least one of the connecting legs extends substantially in the horizontal direction. Another possible feature with regard to the geometric design of the protective barrier arrangement according to the invention provides that the leg sections of the connecting legs enclose an obtuse angle with one another. Furthermore, it can be provided according to the invention that the connecting legs run parallel at least in sections.

As an alternative to parallel alignment of adjacent leg portions of the two connecting legs, an embodiment of the invention provides that the leg portion of the lower connecting leg near the profile post includes a greater angle with the horizontal reference line than the leg portion near the profile leg of the upper connecting leg. As a result, the lower connecting leg will collapse easier and faster at the kinks in the event of an impact than the upper connecting leg. This is particularly advantageous because motor vehicles initially come into contact in the region of the lower connecting leg of the spacer element arrangement in the event of an impact with the protective barrier strand due to their generally oblique body side contours. Due to the tendency of the lower connecting leg to be deformed more easily, the protective barrier strand tilts around its longitudinal axis in the impact area, the protective barrier strand then resting against the vehicle body over its entire available width and not only remaining in contact with the vehicle body at its lower area. As a result, however, a better power transmission from the vehicle to the protective barrier string is possible. Only as a result of a further force, there is also deformation in the region of the upper connecting leg, being characterized by the already advanced deformation of the lower connecting leg movement of the protective barrier strand in the direction obliquely above the profile post out until the protective barrier strand - as already mentioned above - Applied to the profile post in a desired target height range. It is achieved by the differently angled connecting leg of the spacer element so a stepwise deformation with the advantage of effective in terms of power broad contact between guard rail assembly and impacting vehicle.

To increase the stability of the spacer element arrangement, an embodiment of the invention provides that the connecting legs are connected to each other in the central region by means of a, preferably vertically extending connecting strut. Thereby, a closed profile of the base portion, parts of the connecting leg and the connecting strut is formed. In this context, it may further be provided that the connecting strut is connected via angled end portions to the connecting legs, preferably screwed or riveted or verscheißt is. Furthermore, it is possible according to the invention that the angled end sections of the connecting strut are rectified or angled in opposite directions.

With regard to the simplicity of manufacture and assembly of the protective barrier arrangement according to the invention, a development provides that the spacer element arrangement is formed integrally, wherein the two connecting legs are connected to each other via a common base portion.

Alternatively, it can be provided that the spacer element arrangement is formed in several parts, wherein the two connecting legs are formed for example separately from each other and have separate base portions which are independently fastened or secured to the profile post.

In order to increase the stability of the protective barrier arrangement, it can further be provided in this embodiment that the base sections of the connecting legs are arranged overlapping when the protective barrier arrangement is properly installed and fastened to the profile post via common connection means. Thus, in the first embodiment, with separate attachment of each base portion can be attached by means of a respective screw to the profile post, whereas the base portions are attached at overlapping arrangement each with two screws on the profile post.

In order to further increase the adaptability of the protective barrier arrangement according to the invention to a respective installation situation, it is also possible according to the invention for the connection legs to be made telescopic in the direction orthogonal to the longitudinal axis. It can thus be provided that the connecting legs have a slot in which a clamping screw arranged in a telescoping section is displaceably guided. The telescoping section can be arranged, for example, on the protective barrier strand.

In addition or as an alternative to the above-described different choice of the included angles in the geometry of the lower and upper connecting leg, the deformation behavior, in particular with regard to staggered deformation, can also be influenced by suitable choice of material. Thus, an embodiment variant of the invention provides that the lower connecting leg of the spacer element arrangement is formed with lower strength and / or material thickness than the upper connecting leg of the spacer element arrangement. By this variant of the invention can be achieved again that the lower connecting leg, in the region of the protective barrier strand first comes into contact with the motor vehicle, deformed easier than the upper connecting leg.

In the foregoing, the case was discussed that, as a result of an impact, the guard rail arrangement bears against the profile posts and can thus prevent the impacting vehicle from coming off the roadway secured by the guard rail arrangement. In the case of an extremely strong impact, however, it can also lead to a deformation up to a buckling of the affected profile posts. If, in such a case, the protective barrier strand would continue to remain firmly connected to the profile post, this would lead to the lowering of the level of the protective barrier strand, which was described above as undesirable. The consequence would be a simple sliding away of the vehicle over the protective barrier, which is to be avoided. For this reason, a further development of the invention provides that predetermined breaking screws are provided for mounting the spacer element arrangement on the profile post and / or on the protective barrier strand. This has the consequence that the predetermined breaking screws break from a certain load, so that the protective barrier can be detached from the wegknickenden profile posts. The guard rail is thus kept by the adjacent not yet affected by the impact of the vehicle profile post substantially at a constant level, so that despite the wegknickenden post continues to ensure a sufficiently good retention capacity.

In order to further improve the ease of installation of the protective barrier arrangement according to the invention, it may further be provided according to the invention that the base section is formed with an insertion recess and a slot opening into it, wherein the insertion recess for receiving the screw head or a retaining nut is formed on one of the breakaway head screws and wherein the slot is matched to the diameter of the screw shaft of one of the predetermined breaking cap screws. This makes it possible to protect the protective barrier pre-assemble with the spacer assembly and then "hooked" into the cap screws attached to the profile post. Consequently, the guardrail and spacer assembly assembly is loosely held to the tread post and does not need to be laboriously held in place by assembly personnel until it is finally mounted to the tread post.

To achieve a particularly high retention capacity, a development of the invention provides that a first guard rail is mounted at a distance from a free end of the profile posts respectively mediating a Distanzelementanordnung to the profile post and that a second guard rail each with the intermediary of another spacer element arrangement in the field of free End of the profile post on the same side as the first guard rail is attached to the profile post. This means nothing else than that roadway side at two different heights two substantially parallel protective barrier strands are attached to the profile post.

It has been assumed above that the guard rail arrangement has a guard rail line on one side of the profile posts, which points to the roadway. With this variant, road edges can be secured. If, however, a two-sided protection is required, for example, if two oppositely directed lanes are separated by a guard rail, as in a highway the case, so provides a development of the invention that on opposite sides of the profile posts each have at least one guard rail by means of spacer element arrangements is provided. However, the arrangement of the protective barrier strands by means of spacer element arrangements in this case takes place in the same way as in the one-sided embodiment.

A development of the invention provides that the profile posts are formed with a C-profile, wherein the or the guard rail strands are fastened or fastened by means of spacer element arrangements on the parallel sides of the C-profile. For example, type C-125 posts are used. However, it is equally possible to use other types of posts, such as sigma posts or the like.

The invention further relates to a spacer element arrangement for a vehicle restraint system with a guard rail arrangement of the type described above, wherein the spacer element arrangement is designed such that it depends on the impact deformed. According to the invention it is provided in this context that the spacer element arrangement - viewed in the direction of the longitudinal axis - has at least two rectified angled connecting leg, which are attached or attachable via a base portion to the associated profile post and each formed via a contact portion for connection to the at least one protective barrier are.

Incidentally, the spacer element arrangement according to the invention may have the features described above in connection with the protective barrier arrangement.

The invention further relates to a vehicle restraint system with a guard rail assembly of the type described above and with a spacer assembly of the type described above.

Fig. 1

eine teilweise geschnittene Ansicht einer erfindungsgemäßen Schutzplankenanordnung in vergrößerter Darstellung;

Fig.2

eine Detailansicht eines Ausschnitts des Basisabschnitts der erfindungsgemäßen Schutzplankenanordnung gemäß Fig.1;

Fig.3

eine Ansicht einer abgewandelten vollständig montierten Schutzplankenanordnung;

Fig.4

eine gegenüber der Ausführungsform gemäß Figuren 1 bis 3 abgewandelte Ausführungsform der erfindungsgemäßen Schutzplankenanordnung;

Fig.5

eine Detailansicht eines Ausschnitts des Teleskopierabschnitts der erfindungsgemäßen Schutzplankenanordnung gemäß Fig.4; und

Fig.6

eine Ansicht der vollständig montierten Schutzplankenanordnung gemäß Figur 4.

The invention will be explained below by way of example with reference to the accompanying figures. They show:

Fig. 1

a partially sectioned view of a guard rail assembly according to the invention in an enlarged view;

Fig.2

a detailed view of a section of the base portion of the protective barrier arrangement according to the invention according to Figure 1;

Figure 3

a view of a modified fully assembled guard rail assembly;

Figure 4

a comparison with the embodiment according to Figures 1 to 3 modified embodiment of the protective barrier arrangement according to the invention;

Figure 5

a detailed view of a section of the Teleskopierabschnitts the protective barrier arrangement according to the invention according to Figure 4; and

Figure 6

a view of the fully assembled guard rail assembly of Figure 4.

In Figure 1, a guard rail assembly according to the invention is shown in an enlarged partial sectional view and generally designated 10. In the illustration according to Figure 1, a profile post 12 is shown, which is anchored in a substrate U, not shown. Guard rail assembly 10 further includes a guard rail 14 shown in cross-section in FIG. 1 having a longitudinal axis A. The longitudinal axis A is substantially orthogonal to the plane of the drawing of FIG.

1, a spacer element arrangement 16 is provided for fastening the protective barrier strand 14 to the profile post 12. The spacer element assembly 16 is substantially U-shaped and has a length in the direction of the longitudinal axis A, which substantially corresponds to the extent of the profile post 12 in this direction, ie the post width. Spacer element arrangement 16 comprises two connecting legs 18 and 20, which are connected to one another via an integral base section 22. The base portion 22 is used to attach the Distanzelementanordung 16 on the profile post 12. For this purpose, two predetermined breaking screws 24 and 26 are given. At the free ends of the two connecting legs 18 and 20 in each case an angled in the vertical direction contact portion 28 and 30 is provided. The contact portions 28 and 30 engage in the spacer element 16 facing recesses of the cross-sectionally W-shaped protective barrier 14 and are connected via other predetermined breaking screws 32 and 34 fixed to the protective barrier 14. It can also be seen that the longitudinal axis A is substantially orthogonal to the post axis B.

1 shows an enlarged view of the region of the upper post section and the spacer element arrangement 16 and the guard rail assembly 14 of the embodiment according to the invention in the mounted state. In the following, the geometric design of the spacer element arrangement 16 and the other components will be discussed in detail.

The upper connecting leg 18 of the spacer element arrangement 16 comprises two longer leg sections, namely the leg section 38 remote from the post element 12 and the leg section 40 near the post element 12. The two leg sections 38 and 40 are connected to one another via a central region 42 having two kinks 44 and 46. The kinks 44 and 46 form vertices of two angles, namely an angle α and an angle β. The angle α is about 150 ° and the angle β is about 120 °. The angles open mutually, ie the angle α opens in Fig. 1 upwards and the angle β opens in Fig. 1 downwards. Due to the shown geometry of the central region 42 with the two kinks 44 and 46, the connecting leg 18 has a Z-shaped shape, which guarantees a reproducible deformation behavior.
The leg portion 40 extends at an angle γ of about 35 ° relative to an imaginary horizontal reference line.

Also, the lower connecting leg 20 has two leg portions 48 and 50, which are connected to each other via a central region 52 having two kinks 54 and 56. The leg portion 44 is connected to the base portion 22. The corresponding angles with respect to the geometric orientation of the lower connecting leg 20 α ', β' and γ 'correspond to the angles α, β and γ of the upper connecting leg 18. Thus, there is a spacer element assembly 16 with rectified angled connecting legs 18 and 20, wherein the individual leg sections 16 and 18 or 48 and 50 each run in pairs parallel and diagonally upwards.

Fig. 1 in conjunction with Fig. 2 also shows how the base portion 22 of the spacer element assembly 16 is screwed via the connecting screws 24 and 26 on the profile post. For this purpose, recesses are respectively provided in the base section 22 and in the profile post 12. The recesses in the profile post are simple cylinder bores. The recesses in the base section 22 are shown in detail in FIG. 2 and have an insertion opening 58 and a slot 60 opening into it. The insertion opening has a diameter d which is greater than the outer diameter of a screwed onto the cap screws 24, 26 retaining nut 62. The width w of the elongated hole 60 corresponds approximately to the diameter of the screw shaft of the cap screws 24 and 26 with little play.

The two connecting legs 18 and 20 are connected to each other near the central regions 42 and 52 via a substantially vertically extending connecting strut 62. The connecting strut 62 has angled end portions 64 and 66 which abut against the inside of the connecting legs 18 and 20 and are screwed thereto. This forms a closed profile, consisting of the base portion 22, the leg portions 40 and 48, the central regions 42 and 52 and the connecting strut 62. This closed profile stabilizes the spacer element assembly 16th

For mounting the arrangement shown in Fig. 1, first the spacer element assembly 16 is pre-assembled with the protective barrier 14 to a module. Further the cap screws 24 and 26 are attached to the profile post 12 and fixed by lock nuts 68 and 70. On the free shaft ends of the cap screws 24 and 26 then metal plates 72 and 74 are plugged and then loose the retaining nuts 62 and 76 screwed. Then we pushed the assembly of guard rail 14 and spacer assembly 16 with the receiving openings 58 on the retaining nuts 62 and 76 and lowered under the action of gravity, so that the between the metal plates 72 and 74 and the retaining nuts 62 and 76 lying shaft portion of the cap screws 24 and 26 introduced into the slots 60. The assembly of protective barrier 14 and spacer element assembly 16 is thereby already held loosely on the profile post 12 and must be fixed in the sequence only by tightening the retaining nuts 62 and 76.

In a collision of a line indicated by dashed lines coming from the carriageway area F vehicle 80 is due to the usually curved trained Fahrzeugkontor initially to a contact with the protective barrier 14 in the region of the lower connecting leg 20. The impacting vehicle 80 exercises in this area on the guard rail 14 a force P off. This has the consequence that the lower connecting leg 20 is loaded in the direction of the force P on pressure. If the force P is large enough, deformation of the lower connecting leg 20 occurs initially. The deformation takes place in such a way that the leg section 48 kinks counterclockwise while enlarging the angle γ '. The leg member 50, which is remote from the post element 12, initially remains essentially horizontally aligned because of the kinking points 54 and 56 which continue to buckle synchronously with one another and the stabilizing effect of the connecting strut 62. In other words, this means that the leg portion 48 and the middle portion 52 are folded toward each other. As a result of this deformation of the lower leg portion 20 of the guard rail 14 pivots in the contact area about the longitudinal axis A in a clockwise direction until the protective barrier 14 also applies in the region of the upper connecting leg 18 to the vehicle body 80.

If the force P further exerted by the vehicle F on the protective barrier arrangement 10 is still sufficiently large, then deformations occur at the upper connecting leg 16 as well. These are - albeit temporally delayed - the same orientation as described with respect to the connecting leg 20. In other words, this means that with sufficiently large impact force P, the two leg portions 40 and 42 to fold around the kink 44 around each other, wherein the angle β is smaller.

If the impact force P is sufficiently large, the guardrail strand 14 finally attaches itself to the post element 12. Due to the rectilinear angled design of the two connecting legs 18 and 20, however, this directed folding is essentially independent of the impact situation, so that it is ensured that the level of the protective barrier strand 14 (see FIG. 1) relative to the substrate until the protective barrier strand 14 is applied at the profile post 12 at most increases, but in no way decreases. As a result, it can be ensured that the protective barrier strand 14 remains in a desired height range in the event of an impact, so that the vehicle 80 can be prevented from sliding over the guard rail arrangement 10 even in the case of a strong deformation of the spacer element 16.

For the sake of completeness, it should be pointed out that if the impact force P is so great that a bending deformation or even a kinking of the profile post 12 occurs, provision is also made for maintaining the retention capacity. In this case, breaking the predetermined breaking screws 24 and 26 or 32 and 34, so that the protective barrier 14 can be detached from the profile post 12. It is then maintained at a constant level by the adjacent profile posts, which are not affected by the impact.

3 shows a slightly modified embodiment of the protective barrier arrangement according to the invention. In this embodiment, in addition to the lower guard rail 14 also an upper guard rail 84 is attached to the profile post 12 with continuous fastening profiles 86 and 88. It can also be seen the fixation of the profile post 12 in the underground U.

4 shows a further embodiment of the invention. The same reference numerals are used for similar or equivalent components as previously in the description of Figures 1 to 3, but preceded by the numeral "1".

The embodiment of Figure 4 differs from the embodiment of Figure 1 in that the spacer element assembly 116 is formed telescopic. For this purpose, the leg portions 138 and 150 elongated holes 190 and 192, in the slidably engage head screws 194 and 196. The cap screws 194 and 196 are attached to telescoping sections 197 and 198. By loosening the cap screws 194 and 196 and move the Teleskopierabschnitte 197 and 198 relative to the leg portions 138 and 150, the distance of the guard rail 114 to the profile post 112 change. After setting a desired distance, the cap screws 194 and 196 are fixed by means of corresponding nuts, so that the distance is fixed. Furthermore, the arrangement serves as a kind of buffer, with which the telescopic area can slide into one another in the event of a slight impact and thus yield without great deformation.

Another difference from the embodiment according to FIGS. 1 to 3 lies in the positioning and design of the connecting strut 162, whose end sections 164 and 166 are mutually angled. The connecting strut 162 in this embodiment is attached to the leg sections 140 and 148 near the post.

Finally, FIG. 6 shows the guardrail assembly fully assembled, similar to FIG. 3. In this embodiment, in addition to the lower guardrail 114, an upper guardrail 184 having continuous C-profile attachment profiles 186 and 188 is also attached to the tread post 112. It can also be seen the fixation of the profile post 112 in the underground U.

The invention described above can provide a vehicle restraint system which achieves high containment levels at very low weight (> 25kg / m). In particular, with this vehicle restraint system despite the low technical effort Stopping levels in the category H1 and H2 readily possible. By contrast, if one chooses less stable protective barrier strands, in particular conventional protective barrier strands, which are used in vehicle restraint systems with lower containment systems, the invention also makes it possible to provide light vehicle restraint systems with containment stages in the categories N2 and T3.

It should also be mentioned that the length of the spacer element arrangements or spacing elements can be set as a function of the desired value for the impact severity level (Asi value). For example, distances between guard rail and profile posts of 100 mm to 500 mm are possible. Depending on the degree of containment to be achieved, possible post distances are, for example, 1.33 m, 2 m and 4 m. Also, the height H of the protective barrier strands above the ground can be changed depending on the desired retention level. Possible heights H in the range of 0.5-0.9 m.

Protective planks are commercially available W-profiles. For example, reference is made to the European patent application with the official application number EP 04016988 of the applicant.

Claims (25)

Guard rail assembly (10; 110) for a vehicle restraint system for securing roadways with a plurality of profile posts (12; 112) which are anchored or anchored in a subfloor (U), - At least one along a longitudinal axis (A) extending protective barrier strand (14; 114) and with at least one spacer element arrangement (16, 116), by means of which the protective barrier strand (14, 114) can each be coupled or coupled to one of the profile posts (12, 112), wherein the at least one spacer element arrangement (16; 116) is arranged between at least one of the profile posts (12; 112) and the at least one protective barrier strip (14; 114), and wherein the at least one spacer element arrangement (16; deformed impact-dependent, wherein the at least one spacer element arrangement (16; 116) - viewed in the direction of the longitudinal axis (A) - at least two angled connecting legs (18, 20, 118, 120), via a base portion (22, 122) on the associated profile posts (12; 112) are mounted or attachable and each via a contact portion (28, 30, 128, 130) for connection to the at least one protective barrier string (14; 114) are formed,
characterized in that the at least one spacer element arrangement (16; 116) is limited in length in the direction of the longitudinal axis (A) to a region at or near the respective profile post (12; 112) and in a central direction orthogonal to the longitudinal axis (A) Area (42, 52, 142, 152) between the base portion (22, 122) and contact portion (28, 30, 128, 130) is angled several times. A guard rail assembly (10; 110) according to claim 1,
characterized in that each connecting leg (18, 20, 118, 120) has at least two kinks (44, 46, 54, 56) substantially within a range of the middle third of the effective length of the respective connecting leg (18, 20, 118) , 120) from base portion (22; 122) to contact portion (28, 30, 128, 130). A guard rail assembly (10; 110) according to claim 1 or 2,
characterized in that the kinks (44, 46, 54, 56) in the connecting legs (18, 20, 118, 120) respectively form vertices of mutually opening, preferably blunt, angles. A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that the profile post (12; 112) near leg portion (40,48,140,148) of at least one of the connecting legs (18,20; 118,120) has an angle (γ, γ ') in the range with the horizontal reference line from 10 ° to 45 °, preferably about 35 °. A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that the leg post portion (38, 50; 138, 150) remote from the profile post (12; 112) extends at least one of the connecting legs (18, 20; 118, 120) substantially in the horizontal direction. A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that the connecting legs (18, 20; 118, 120) run parallel at least in sections. A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that the connecting legs (18, 20; 118, 120) are interconnected in or near the central area by means of a, preferably vertically extending, connecting strut (62; 162). A guard rail assembly (10; 110) according to claim 7,
characterized in that the connecting strut (62; 162) is connected via angled end sections (64,66; 164,166) to the connecting legs (18,20; 118,120), preferably screwed or riveted or welded. A guard rail assembly (10; 110) according to claim 8,
characterized in that the angled end portions (64,66; 164,166) of the connecting strut (62; 162) are rectified or angled in opposite directions. Guard rail arrangement (10) according to one of the preceding claims,
characterized in that the spacer element arrangement (16) is formed integrally, wherein the two connecting legs (18, 20) via a common base portion (22) are interconnected. A guard rail assembly (110) according to any one of claims 1 to 9,
characterized in that the spacer element arrangement (116) is designed in several parts. Guard rail arrangement according to claim 11,
characterized in that the two connecting legs are formed separately from each other and have separate base portions which are independently fastened or secured to the profile post. Guard rail arrangement according to claim 12,
characterized in that the base portions of the connecting legs are arranged overlapping with proper assembly of the guard rail assembly and fastened or secured to the profile post via common connecting means. A guard rail assembly (110) according to any one of claims 11 to 13,
characterized in that the connecting legs (118, 120) in the direction orthogonal to the longitudinal axis (A) are telescopic. A guard rail assembly (110) according to claim 14,
characterized in that the connecting legs (118, 120) have a slot (190) in which in a telescoping section (197, 198) arranged clamping screw (194, 196) is displaceably guided. A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that for the attachment of the spacer element arrangement (16; 116) on the profile post (12; 112) and / or on the protective barrier strand (14; 114) each predetermined break-head screws (24, 26; 124, 126) are provided. A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that the base portion (22; 122) is formed with an insertion recess (58) and an elongate hole (60) opening into it, the insertion recess (58) for receiving the screw head or a retaining nut (62, 76) on one of the Predetermined-head screws (24, 26) formed and wherein the slot (60) is matched to the diameter of the screw shaft of the predetermined breaking head screws (24, 26). A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that a first guard rail 14; 114) is mounted at a distance from a free end of the profile posts (12, 112) respectively by mediation of a spacer element arrangement (16, 116) on the profile post (12, 112) and that a second guard rail (84, 184) each under the intermediation of another Spacer element assembly (86) in the region of the free end of the profile posts (12; 112) on the same side as the first guard rail (14; 114) on the profile post (12; 112) is mounted. Guard rail arrangement according to one of the preceding claims,
characterized in that on opposite sides of the profile posts in each case at least one protective barrier strand is mounted by means of spacer element arrangements. A protective barrier arrangement (10; 110) according to one of the preceding claims,
characterized in that the profile posts (12; 112) are formed with a C-profile, wherein the or the guard rail strands (14; 114) by means of spacer element arrangements (16; 116) are fastened or fastened to the parallel sides of the C-profile. Guardrail assembly (10) according to any one of the preceding claims,
characterized in that a first guard rail (12) is mounted at a distance from a free end of the profile posts (12) at least one spacer element arrangement on the profile post (12) and a second guard rail (12) is attached thereto in the region of the free end of the profile posts is. A guard rail assembly (10; 110) according to claim 21,
characterized in that the second guard rail (84, 184) by means of a in the longitudinal axis (A) of the guard rail (84; 184) extending, in cross section preferably C-shaped, front-side connecting strand (86; 186) with the profile posts (12; 112) is connectable or connected. A guard rail assembly (10; 110) according to claim 22,
characterized in that a rear connecting strand (88, 188) can be attached or attached to the side of the profile posts (12, 112) facing away from the second protective barrier strand (86, 186). A spacer assembly (16; 116) for a vehicle restraint system comprising a guardrail assembly (10; 110) according to any one of the preceding claims, wherein the spacer member assembly (16; 116) is configured to deform depending on the impact,
wherein the spacer element arrangement (16; 116) - viewed in the direction of the longitudinal axis (A) - at least two rectified angled connecting leg (18, 20, 118, 120), which via a base portion (22, 122) on the associated profile post (12; 112) are mounted or attachable and each formed via a contact portion (28, 30, 128, 130) for connection to the at least one protective barrier string (14, 114),
characterized in that the at least one spacer element arrangement (16; 116) in the direction of the longitudinal axis (A) is limited in each case to a region at or near the respective profile post (12; 112) and in the direction orthogonal to the longitudinal axis (A) in or near a central region (42, 52, 142, 152) between the base portion (22, 122) and contact portion (28, 30, 128, 130) is angled several times. A vehicle restraint system comprising a guardrail assembly (10; 110) according to any one of claims 1 to 23 and a spacer assembly (16; 116) according to claim 24.

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