EP1997957A2 - Système de retenue pour véhicule sur voirie - Google Patents

Système de retenue pour véhicule sur voirie Download PDF

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Publication number
EP1997957A2
EP1997957A2 EP07019559A EP07019559A EP1997957A2 EP 1997957 A2 EP1997957 A2 EP 1997957A2 EP 07019559 A EP07019559 A EP 07019559A EP 07019559 A EP07019559 A EP 07019559A EP 1997957 A2 EP1997957 A2 EP 1997957A2
Authority
EP
European Patent Office
Prior art keywords
restraint system
vehicle restraint
post
posts
damping element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP07019559A
Other languages
German (de)
English (en)
Other versions
EP1997957A3 (fr
EP1997957B1 (fr
Inventor
Karl Urlberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SPS Schutzplanken GmbH
Original Assignee
SPS Schutzplanken GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SPS Schutzplanken GmbH filed Critical SPS Schutzplanken GmbH
Publication of EP1997957A2 publication Critical patent/EP1997957A2/fr
Publication of EP1997957A3 publication Critical patent/EP1997957A3/fr
Application granted granted Critical
Publication of EP1997957B1 publication Critical patent/EP1997957B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts

Definitions

  • the invention relates to a vehicle restraint system for attachment to traffic routes with several in the direction of travel successively arranged posts and at least one traffic route facing wall surface formed by at least one wall element, wherein in the power flow between the at least one wall element and the post at least one damping element is arranged.
  • a passive protective device for vehicles in which a plurality of posts are arranged one behind the other on a sloping foundation, wherein on the traffic-facing side outside a side wall extends and provided between the side wall and the post more damping elements.
  • the damping elements in the direction of travel to the posts positioned at a distance and attenuate an impact especially against the front corners of the posts.
  • the structure described has proven itself many times, but with respect to its mode of action can still be improved.
  • At least one damping element is attached to the respective one of the series arranged in series, so that with respect to the introduction of force into the system of the vehicle restraint system, a direct relationship between the respective damping element and the respective post can be ensured.
  • the posts provide the sturdy restraint function and are a particularly rugged retainer for impacting vehicles that can prevent breakage of the guard. Due to the upstream of the post components such. the damping elements and the wall element, the force of the impacting vehicle is distributed so that the resistance of the posts can not be punctiform but distributed over a wide area on the vehicle veriangsamend and at the same time leader.
  • the invention includes the general technical teaching that the at least one part of an impact surface forming wall element of the passive vehicle restraint system is held freely pivotable, with this advantageous embodiment, a particularly uniform damping of the impacting Vehicle takes place and canting of internal elements of the protective device can be prevented.
  • the wall surface, i. the traffic-route facing surface of the passive vehicle restraint system is inclined forward relative to a vertical plane in the direction of the traffic route. This can enhance the positive effect of the invention of restraining impacting vehicles on their drive side and preventing the guard from being lifted or skipped.
  • the design of the damping elements can be adapted to individual requirements by the wall thickness or selection of specific materials and the damping characteristic can be adjusted.
  • the damping elements are tubular and arranged lying within the protective device, so that the respective pipe opening is aligned at the upper or lower end of the damping elements in the direction of travel.
  • the damping elements in the direction of travel can extend on both sides beyond the width of the respective post in order to avoid a collision and entanglement of the vehicle at the post edge or a pocket formation of the protective device.
  • the width of the damping elements coincides with the width of the posts or the damping elements are made narrower than the posts, if the requirement for the protective device so requires.
  • the invention also includes the teaching that at least the vehicle restraint system has at least one longitudinal profile arranged in such a way that that it is damped in an impact of the at least one damping element.
  • longitudinal profiles each extend along the traffic route at the level of the damping elements over a length of at least two posts, before they are connected to the adjoining longitudinal profiles. In this way, the impact energy can be distributed in particular in an oblique impact on a plurality of posts and thus also a plurality of damping elements, wherein a transfer effect can be realized by the longitudinal profiles.
  • the longitudinal profiles between the at least one wall element and the damping elements are arranged for this purpose, wherein the longitudinal profiles themselves can be deformed and thus also can convert a part of the kinetic impact energy. It is favorable that the longitudinal profiles can be formed as C-profile, so that they are easy to install and possibly also easily replaceable.
  • the arrangement of the longitudinal profiles is favorable to the effect that in addition to the damping of the impact at the same time a guide back in the direction of travel and along the protective device in the region of the damping elements and a pocket formation can be safely avoided.
  • deformation filling elements can be arranged between the longitudinal profiles and the damping elements and / or between the damping elements and the respective posts, with the aid of which a precisely predetermined deformation characteristic with respect to the manner of deformation of the damping elements can be made possible. It is favorable in this case if the deformation filling elements are arranged so that the introduction of force into the respectively associated damping element takes place in the event of an impact substantially in the middle of the upper and / or lower half of the damping element. Due to the special positioning of the deformation filling elements and their point of contact with the damping elements, the particularly preferred greater deformation in the middle region can be achieved compared to the upper and lower edge regions of the damping element in the vertical direction, which generally have a loop shape after an impact. By the deformation filling is an introduction of a large part of the Force flow in a predetermined position possible, the remaining portion can be introduced directly into the damping element.
  • At least one, but also a plurality of damping elements can be formed with the associated Verformungs whllmaschinen as a structural unit and fastened to the post. It is favorable that such units can be prefabricated independently of the construction of the protective device and can only be attached to the construction site as a complete unit. Even after destruction, such assemblies can thus be easily and inexpensively replaced.
  • the structural unit is designed as a frame construction, which carries both the individual damping elements and the respectively associated deformation filling elements.
  • the at least one wall element can in turn be fastened to at least one of the longitudinal profiles and the longitudinal profile can in turn be fastened to the structural unit of the frame construction or the assembly of damping element and deformation filling elements.
  • a displacement of the wall element relative to the longitudinal profiles can be avoided and with respect to the application of force to the protective device, a direct connection of the wall element to the longitudinal profiles and thus the damping elements can be reliably ensured.
  • the protective device is therefore stiffer in the upper region than in the lower region of the wall element and the damping elements.
  • This can be achieved by arranging at least one stiffening profile extending in the direction of travel in the upper region of the uprights above the wall element, wherein stiffening profiles preferably comprise two box sections arranged one above the other and fastened to one another and to the stanchions.
  • stiffening profiles preferably comprise two box sections arranged one above the other and fastened to one another and to the stanchions.
  • the posts may be inclined forward in the direction of the traffic route.
  • one or more guying in the direction of travel on the back of the post one or more guying, preferably be provided in the form of a guy belt, which represent a compound of the posts with each other and prevent breakage of individual posts.
  • two braces are provided, the one at the back of the post at the height of the box sections, the other runs at the height of the upper damping elements.
  • teaching of the invention is not limited to the use of two or more guying, but may be sufficient for certain requirements of the protective device only one guy.
  • a preferred embodiment of the Abspanngurtes is characterized in that this fixed in an upper and a lower voltage applied to the post area and may have a triangular shape in the central region, wherein the roof of the triangle is spaced from the post.
  • the posts are mounted on a base plate anchored in the ground, so that tearing of individual posts prevented and a simple and quick installation of the protection device according to the invention on different surfaces, for example, is guaranteed on bridges.
  • one or more posts may separate from the base plate, so that the construction can retreat like a movable wall facing away from the roadway. This can be a bending back of the post with the wall element and thus the effect of a ramp can be avoided.
  • the vehicle restraint system can always be maintained as a wall.
  • the vehicle rear-view system shown is mounted adjacent to the traffic route and prevents impacting vehicles from getting beyond the edge of the roadway.
  • the protective device 1 a rigid upper portion 12 and a relatively soft, easily deformable lower portion 13.
  • the protective device 1 has a plurality of posts 2 arranged in series along the traffic route, which may preferably be designed as IPE 160 posts.
  • the posts 2 are on a stable base plate 11, preferably made of metal, whose dimensions are chosen so that a secure indirect connection between the post 2 and the floor is guaranteed. It is also possible that the posts 2 disconnect in the event of an impact of the base plate 11 and thus a bending back of the post 2 and the wall element 3 can be avoided.
  • the foot plate 11 is screwed in the ground, but it can also be selected other types of fastening.
  • the two box sections 9 In the upper region 12 of the protective device extending in the longitudinal direction along the traffic route two superimposed box sections 9, which are fastened to the upper end of the post 2, preferably screwed.
  • the two box sections 9 the stable effect of a double-T-carrier.
  • the upper of the two box sections 9 is in the vertical direction beyond the upper end of the post 2, but it is also a flush conclusion between post 2 and box section 9 possible.
  • plates 14 are arranged, which stiffen the box sections 9.
  • the upper box section 9 has a plate 14 on the side of the post 2, but it is also possible to arrange plates 14 in the connecting region of the two box sections 9 or to achieve additional stiffening of the box sections 9 by, for example, diagonal struts ,
  • the box sections 9 are firmly connected to each other, preferably screwed, and attached to the post 2, preferably screwed.
  • the protective device 1 on each post 2 superimposed spaced damping elements 4, which are fixed to the post 2 and preferably formed as metal pipes.
  • the kinetic energy to be converted by the damping elements 4 by deformation can be achieved by adapting the wall thickness and / or the material.
  • the protective device 1 Upstream of the damping elements 4 in the direction of the traffic route, the protective device 1 has respective longitudinal profiles 6 aligned centrally with respect to the damping elements 4, which are preferably formed as a C-profile. The opening of the C can be done both in the direction of the post 2 and in the direction of the traffic route.
  • deformation filling elements 7 are arranged, which preferably with struts (in the transverse direction to the traffic route) transmit an application of force in the event of an impact on the damping elements 4, so that a targeted deformation in a predetermined region of the damping elements 4 is made possible.
  • the struts of the deformation filling elements 7 engage in the middle in the middle region of the upper or lower half of the respective damping element 4 in the horizontal direction on the damping element 4.
  • the arrangement of the struts of Verformungs hypollieri 7 is not limited to the manner shown, they may, for example, be aligned at a predetermined angle in the direction of mostly bouncing from the front of the vehicle. Also, it is not absolutely necessary for the invention to provide deformation filling elements 7 on both sides of the damping element 4; it may also be sufficient to provide these between the wall element 3 and the damping element 4 or between the damping element 4 and the posts 2.
  • the upper and lower damping element 4 and the respectively associated Verformungs hypollium 7 are formed as a structural unit, which can be prefabricated and only at the site as a complete component on the post 2 can be fastened. In this way, a shortening of the assembly and cost savings can be achieved.
  • the box sections 9 and the wall element 3 form on the side of the traffic route a wall surface 5 in the rigid upper region 12 a guide along the Vertcehrsweges and relatively soft in the upper region 12 lower region 13 in particular a damping but also some guidance for impacting Vehicles.
  • the wall element 3 extends from the box section 9 in one Slanted in the direction of the bottom to the front plane of the longitudinal profiles 6 and is formed at the lower end freely ending. Through the open lower end and the upper-side attachment, the wall element 3 is free in the direction of the post to the attachment point (pivot point) on the box section 9 or a not shown but possible attachment point (pivot point) on the post 2 pivotally.
  • the passive vehicle restraint system 1 is inclined in its entirety by the angle ⁇ with respect to a vertical plane forward in the direction of the traffic route, preferably the inclination of the post 2 and the inclination of the wall surface 5 in the upper region 12 on the box sections 9 and the inclination the wall surface 5 in the lower region 13 of the wall element 3 are identical.
  • a possible inclination 1% to 10%, preferably 4% to 6% could be provided.
  • the inclinations for example by varying the dimensions of the individual elements, in the field of box sections 9 and the wall element 3 may also be different.
  • braces 10 are provided on the post 2, which are preferably designed as guy belts, wherein the upper bracing 10 is preferably arranged in the region of the box sections 9 and the lower bracing 10 preferably at the height of the upper damping element 4.
  • the bracing 10 is in each case screwed to a region adjoining the post 2 and has in the middle region the shape of a triangle whose catheters extend in the direction of the side facing away from the traffic route, so that the roof of the triangular region is spaced from the post 2 is.
  • the number of guying 10 is variable and adaptable to the respective requirement of the vehicle restraint system, so that, for example, a single bracing 10 can be sufficient.
  • Fig. 2 a portion of the vehicle restraint system 1 is shown in plan view, with the sake of clarity on the representation of some hidden Edges (dashed lines) is omitted.
  • the tubular damping elements 4 are each lying on the side facing the roadway lying and arranged substantially parallel to the direction of travel, with the individual damping elements 4 extend on both sides over the width of the post 2.
  • the damping elements 4 can also be flush with the posts 2 or formed shorter.
  • the longitudinal profile 6 is arranged, which can be deformed in the event of an impact itself, but in any case by the damping elements 4 dampened in an impact in the direction of the post 2 and / or deformed.
  • the longitudinal profiles 6 connect the damping elements 4 and ensure transmission of the impact energy from the damping element to the damping element 4 and from post to post 2 in the direction of travel.
  • the longitudinal profiles 6 can also provide guidance in the lower region of the protective device 1.
  • the longitudinal profiles 6 preferably extend over the length of three to four posts 2.
  • Fig. 3 is shown a reduced side view of a portion of the passive vehicle restraint system 1, is omitted for the sake of clarity on the representation of the wall element 3.
  • the frame structure 8 is shown.
  • the damping elements 4 are held with the deformation filling elements 7 of the frame structure 8 to a structural unit, which is fastened as a whole directly to the post 2.
  • a damping element 4 is formed with the associated Verformungs hypollelement 7 as a single unit that can be individually attached to the post 2 or it is also possible that such individual units are connected via a frame structure 8 connected to form a Retrobauech that can be installed as a whole.
  • a frame structure 8 is part of the teaching of the invention, which carries the individual elements of a plurality of damping elements 4 and the associated Verleungsleintone 7.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Vibration Dampers (AREA)
EP20070019559 2007-05-30 2007-10-05 Système de retenue pour véhicule sur voirie Not-in-force EP1997957B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200710024993 DE102007024993B4 (de) 2007-05-30 2007-05-30 Fahrzeug-Rückhaltesystem an Verkehrswegen

Publications (3)

Publication Number Publication Date
EP1997957A2 true EP1997957A2 (fr) 2008-12-03
EP1997957A3 EP1997957A3 (fr) 2009-01-07
EP1997957B1 EP1997957B1 (fr) 2014-06-25

Family

ID=39720642

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20070019559 Not-in-force EP1997957B1 (fr) 2007-05-30 2007-10-05 Système de retenue pour véhicule sur voirie

Country Status (2)

Country Link
EP (1) EP1997957B1 (fr)
DE (2) DE202007019215U1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2136000A1 (fr) 2008-06-16 2009-12-23 Anas S.p.A. Écarteur à déformation contrôlé pour glissières de sécurité
EP2439340A3 (fr) * 2010-10-11 2013-01-16 Asa-Protect Entwicklungs GmbH Système de barrière de sécurité

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015115764A1 (de) * 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Leitplankensystem und Montageverfahren für ein solches
DE102015115768A1 (de) 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Leitplankensystem mit unterschiedlichen Intervallen
DE102015115767A1 (de) 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Leitplankensystem mit versetzten Achsen

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH693640A5 (de) 1999-02-01 2003-11-28 Sps Schutzplanken Gmbh Passive Schutzeinrichtung für Fahrzeuge zur Anbringung neben einem Verkehrsweg.

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US1449518A (en) * 1922-02-09 1923-03-27 John A Lawson Road guard
CH408984A (de) * 1963-02-28 1966-03-15 Bucher Edwin Ing Dr Leitvorrichtung an Strasse
GB1209191A (en) * 1967-03-15 1970-10-21 British Aluminium Co Ltd Improvements in or relating to railings
AT330234B (de) * 1974-03-28 1976-06-25 Voest Ag Sicherheitsleitplanke
NL8003653A (nl) * 1980-06-24 1982-01-18 Nederlanden Staat Obstakelbeveiliger.
DE3333037A1 (de) * 1983-09-13 1985-04-04 Hermann Hans 8750 Aschaffenburg Urlberger Schutzplankenvorrichtung fuer verkehrswege
DE8434689U1 (de) * 1984-11-27 1985-02-28 SPIG Schutzplanken-Produktions-Gesellschaft mbH & Co KG, 6612 Schmelz Plattenpfosten
DE3914208A1 (de) * 1989-04-28 1990-10-31 Sps Schutzplanken Gmbh Stossdaempfende vorrichtung fuer schutzplankeneinrichtungen, insbesondere fuer trenninseln
DE4224998C1 (en) * 1992-07-29 1993-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails
DE20021234U1 (de) * 2000-12-15 2001-02-22 Sps Schutzplanken Gmbh Passive Rückhalteeinrichtung
DE20113873U1 (de) * 2001-08-22 2001-10-18 Sps Schutzplanken Gmbh Passive Schutzeinrichtung für Fahrzeuge
FR2852034B1 (fr) * 2003-03-06 2005-05-20 Profilafroid Equipement De La Dispositif de fixation d'un ecran de protection pour glissieres de securite
AT500180B1 (de) * 2003-08-29 2006-11-15 Spelitz Knut Dr Leitschiene
DE102004038982A1 (de) * 2004-08-10 2006-03-09 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg Leitschwellenanordnung

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH693640A5 (de) 1999-02-01 2003-11-28 Sps Schutzplanken Gmbh Passive Schutzeinrichtung für Fahrzeuge zur Anbringung neben einem Verkehrsweg.

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2136000A1 (fr) 2008-06-16 2009-12-23 Anas S.p.A. Écarteur à déformation contrôlé pour glissières de sécurité
EP2439340A3 (fr) * 2010-10-11 2013-01-16 Asa-Protect Entwicklungs GmbH Système de barrière de sécurité

Also Published As

Publication number Publication date
EP1997957A3 (fr) 2009-01-07
DE102007024993B4 (de) 2011-02-17
EP1997957B1 (fr) 2014-06-25
DE102007024993A1 (de) 2008-12-11
DE202007019215U1 (de) 2011-03-31

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