EP2037045B1 - Vehicle retention system for securing vehicle paths - Google Patents

Description

The present invention relates to a vehicle restraint system for securing traffic lanes, comprising a fixed wall section and a guard rail construction overlapping and overlapping the wall section in an overlap region, the guard rail construction extending along the traffic route from the overlap region.

Such systems and constructions are already known from the prior art. For example, shows the German patent DE 37 42 356 C2 a transitional construction from a protective barrier construction to a concrete protection wall. In this transitional construction, the concrete protection wall has a rebound in the transition area to the protective barrier construction. This recess, which faces the traffic route, is formed and provided with holes that it can receive the spars of the guard rail construction and forms a flush transition from the concrete protection wall to the guard rail construction. At its end, the concrete protective wall is bent at an acute angle of about 10 ° relative to the protective barrier construction. In the wedge-shaped space formed by the angle between the concrete protective wall and the protective barrier construction, filled tubes are provided with an energy-absorbing filling material, which act as impact absorbers. After this section, the transitional construction passes into a protective barrier device of conventional construction.

The construction described above has the substantial drawback that the system rigidity is greatly reduced from the concrete guard wall to the guard rail construction due to the manner of construction in the transitional area in which the crash cushions are arranged.

DE 20 2006 015 432 U1 further discloses a continuous transition structure between a fixed wall piece and a guard rail construction. The wall piece has a recess to which the guard rail construction is attached. At the guard rail construction a guy belt is provided, which extends angled from the guard rail construction to a side facing away from the roadway portion of the wall piece and is secured thereto. In a space enclosed between the bracing and the guardrail construction, a support means is arranged.

Also, this construction has a reduced system stiffness in the transition region, since the forces resulting from a collision of a vehicle can be absorbed only on the guard rail construction and the bracing.

It is an object of the present invention to provide a vehicle restraint system of the type referred to, which has a simple and compact design and with which the system rigidity in the critical area between the concrete protective wall and the guard rail construction can be increased.

This object is achieved by a vehicle restraint system of the type referred to, in which it is provided that the guard rail construction comprises a connection element which has an elongate tensile load section for attachment to the side of the wall section facing the roadway in the overlap region and a receiving section for receiving or attaching a along the traffic route extending component of the guard rail construction.

Due to the inventive arrangement of an elongate tensile load section, which is arranged on the side facing the roadway of the wall portion in the overlapping region, forces occurring in an impact situation can be transmitted directly to the wall portion.

In contrast to vehicle restraint systems with conventional guy belts, the latter of which are only subjected to tensile stress after considerable deformation of the restraint system and can be used to absorb the forces due to the collision, in the present invention the collision load portion is already in an early phase exercised a tensile stress. This results in an optimized behavior of the vehicle restraint system over the prior art. In addition, this solution offers the possibility to continue to use even a strap. It should be noted that, especially in transition regions of steel structures to wall sections must be ensured that impacting vehicles are directed back to the road. A frontal collision with the beginning wall section is to be avoided. The tensile load section according to the invention, which is arranged on the roadway side, contributes to the solution of this task to a considerable extent.

According to an embodiment variant of the invention, it can be provided that the tensile load section is located in the overlapping region between the wall section and at least one guard rail of the guard rail construction extends, wherein the at least one guard rail in the overlapping region is fixed at least one point while fixing the Zuglastabschnitts to the wall portion.

The inventive arrangement of the connection element between a wall portion and a protective barrier construction offers many advantages. A significant advantage of this rigid connection element is that it can transmit not only a tensile stress but also a compressive stress and thus an impact-induced torque to the wall portion. The elongate tensile load portion of the connecting element is repeatedly fixed in the overlap region between a guard rail and the wall portion of the latter, preferably by means of screw. About the firmly connected to the wall section. elongate tensile load section, the impact-induced tensile force can be transmitted as a shearing action on the wall portion. A protective barrier, which is fastened by fixing the tensile load section to the wall section at at least one point, further allows a flush with the traffic route transition to the wall portion.

In addition to the tensile load portion, the terminal also has a compressive load portion for transmitting a pressing force. In this area, for example, an angled to the Zulastabschnitt Gegenanlageabschnitt, the connection element has a transverse to the traffic route extending contact surface of the wall portion corresponding transverse counter-contact surface, which can be transmitted due to impact occurring compressive force on the wall portion. It should be noted that the term "transverse" contact surface or counter-contact surface in this context means both an oblique, preferably with angles between 30-60 °, but also a substantially vertical course of the contact surface or counter-contact surface to the traffic route , Due to the structural design of the connection element creates a pair of forces of tensile force in the tensile load section and compressive force in the compressive load section, so that the construction can absorb very high moments and transmitted to the wall section.

According to a preferred embodiment of the invention can be provided that the receiving portion of the connecting element firmly connected to the mating abutment portion, preferably welded, is. This ensures that the receiving portion remains firmly connected in an impact situation with the mating abutment portion, so that the above-mentioned tensile and compressive forces can be effectively transferred to the wall portion and so an undesirable deformation jump in the transition region between wall section and guard rail construction can be avoided. In other words, the vehicle restraint system in the transitional area between fixed wall section and guard rail construction deforms substantially steadily, which increases the safety of an impacting vehicle because in an impact situation the vehicle can not collide directly with the end of the wall section.

A further advantage of the vehicle restraint system according to the invention with a connection element is that the connection element has a receiving section in which, for example, a reinforcement profile running along the traffic route can be accommodated. The reinforcing profile, which may have a partially or completely closed circumferential contour in cross-section, is preferably adapted to the cross-section of the receiving portion to be positively received by this and thus firmly connected to this. The arrangement of the reinforcing profile in the critical region near the wall section and the further course of the protective barrier construction according to the invention, the vehicle restraint system can be further stiffened. It is thus able to decelerate or stop a vehicle with a very large mass and return it to the road again.

As is customary, can also be provided in the invention that the protective barrier construction is anchored by means of profile posts in the ground. For this purpose, conventional profile posts, such as C-profile posts, can be used.

In order to further increase the rigidity of the system in the transition region between the guard rail construction and the wall section, the distance between the profile posts, by means of which the guard rail construction is anchored in the ground, can be reduced in the direction to be traveled to the wall section. Closer profile posts provide the guard rail construction with a stronger grip against the ground and reduce the deformation capacity; further spaced profile posts have an opposite effect.

A development of the invention provides that, in addition to the one guardrail, a second guardrail can preferably be arranged below the first guardrail. This second guard rail can be additionally arranged after the transition from a conventional known from the prior art simple distance protection blank on the protective barrier construction according to the invention, in order to minimize lateral deformation of the vehicle restraint system in the event of an impact near the wall section. In other words, by means of the second guard rail, the guard rail construction is further stiffened near the transition to the wall section. In its off-starting area, the second guardrail can be angled in the direction of the ground and anchored in this. Between this second guard rail and the profile post deformation elements can be arranged with a circular cross-section. Due to the deformation of the deformation elements, the energy of an impacting vehicle can be partially absorbed and the vehicle can thus be braked. Further, the vehicle on the upper guardrail, which is connected to the reinforcing profile according to the invention, slide off and be safely directed back to the road.

Furthermore, a development of the invention provides for the arrangement of an additional tension profile on the side facing away from the traffic route side of the guard rail construction. By this train profile, which runs parallel to the guard rails and is attached to the profile post, an uninterrupted tensile force transmission is made possible by the tension of the conventional simple distance protection plank on the protective barrier construction according to the invention and by means of a connecting part on the wall portion.

With regard to the wall section can be provided that this is made of concrete or precast concrete components. Similar to the prior art, the wall section according to the present invention may also have a recess, so that the part of the guard rail construction overlapping with the wall section runs substantially flush with the surface of the wall section presented in the final assembly state. The wall portion may be composed of several precast concrete parts, such as concrete parts of the New Jersey profile. However, it may also be an individual wall section, for example the concrete or masonry end of a tunnel entrance or exit, a retaining wall on slopes or the like.

In order to further increase the absorption capacity of tensile stresses and the flexural rigidity in a transition region between the guard rail construction and the fixed wall section, a further development of the invention provides that a reinforcing element can be arranged above the second guard rail and connected to the stationary wall section via a further connection element can be. Especially in the impact of larger, heavier vehicles can The flexural rigidity of the vehicle restraint system can be significantly increased by means of this additional reinforcement profile or box profile and the associated enlargement of the steel cross section. As a result, the tensile stresses occurring can be transmitted without interruption to the wall section or the concrete element via the two connecting elements. In other words, the vehicle restraint system can decelerate larger or heavier vehicles by means of the reinforcing profile connected to the second connecting element to the wall section and guide them back onto the roadway without them breaking through the protective barrier construction and striking the concrete element unimpeded.

In order to be able to use the vehicle restraint system according to the invention also between two lanes, e.g. As a two-sided Mittelleitplan, a preferred embodiment of the invention provides that on both sides of the stationary wall portion a guard rail construction may be arranged, each of the guard rail structures is connected at least via a connection element with the wall portion.

Fig. 1a und 1b

eine Vorderansicht und eine Draufsicht einer ersten Ausführungsform des erfindungsgemäßen Fahrzeugrückhaltesystems;

Fig. 2

eine Draufsicht des Überlappungsbereichs zwischen dem Wandabschnitt und der Schutzplankenkonstruktion;

Fig. 3a und 3b

eine Seitenansicht und eine Draufsicht des Anschlusselements;

Fig. 4

eine Schnittansicht entlang der Schnittlinie A-A aus Fig. 2;

Fig. 5a und 5b

eine Draufsicht und eine Seitenansicht des Wandabschnitts; und

Fig. 6

eine Draufsicht des Übergangsbereichs zwischen einer einfachen Distanzschutzplanke und der Schutzplankenkonstruktion gemäß der Erfindung;

Fig. 7a und 7b

eine Vorderansicht und eine Draufsicht einer zweiten Ausführungsform des erfindungsgemäßen Fahrzeugrückhaltesystems;

Fig. 8

eine Schnittansicht gemäß der zweiten Ausführungsform der Erfindung;

Fig. 9a und 9b

eine Vorderansicht und eine Draufsicht einer dritten Ausführungsform des erfindungsgemäßen Fahrzeugrückhaltesystems;

Fig. 10

eine Draufsicht des Übergangsbereichs zwischen einer Schutzplankenkonstruktion gemäß der dritten Ausführungsform der Erfindung, und

Fig. 11

eine Schnittansicht der Schutzplankenkonstruktion gemäß der dritten Ausführungsform der Erfindung.

The invention will be described below by way of example with reference to an embodiment with reference to the accompanying figures. These are:

Fig. 1a and 1b

a front view and a plan view of a first embodiment of the vehicle restraint system according to the invention;

Fig. 2

a plan view of the overlap region between the wall portion and the guard rail construction;

Fig. 3a and 3b

a side view and a plan view of the connection element;

Fig. 4

a sectional view along the section line AA Fig. 2 ;

Fig. 5a and 5b

a plan view and a side view of the wall portion; and

Fig. 6

a plan view of the transition region between a simple distance protection plank and the guard rail construction according to the invention;

Fig. 7a and 7b

a front view and a plan view of a second embodiment of the vehicle restraint system according to the invention;

Fig. 8

a sectional view according to the second embodiment of the invention;

Fig. 9a and 9b

a front view and a plan view of a third embodiment of the vehicle restraint system according to the invention;

Fig. 10

a plan view of the transition region between a guard rail construction according to the third embodiment of the invention, and

Fig. 11

a sectional view of the guard rail construction according to the third embodiment of the invention.

In the Fig. 1a and 1b an inventive vehicle restraint system 10 is shown.

Fig. 1a shows a front view of the vehicle restraint system 10 with a guard rail construction according to the invention 14 and a wall portion 12 and an overlap region 22 between the guard rail construction 14 and the wall portion 12. The guard rail construction 14 has a first upper guard rail 16 and a second guard rail 18, wherein the second guard rail 18 in addition is provided in order to minimize transverse deformation in the event of impact near the overlap region 22 and the wall portion 12 as low as possible. The second guardrail 18 is disposed in the area in which the conventional simple distance guard rail 17 known from the prior art merges into the guard rail construction 14.

How to get in Fig. 1a recognizes the guardrail 18 is angled in its left initial area in the direction of the ground and anchored in this.

The guard rail construction 14 is, as usual, anchored by means of profile post 20 in the ground. As in 1a As can be seen, the distances between the individual profile posts 20 are reduced in the direction of the overlapping region 22 or of the wall section 12. By reducing the distances between the profile posts 20 toward the wall section 12, the protective barrier structure 14 is further stiffened and the deformation capacity in the particularly critical transition region between the guard rail construction 14 and the wall portion 12 further reduced.

Fig. 1b shows a further illustration of the structure according to the invention a plan view of the vehicle restraint system 10th

Again, you recognize 1b shows , a conventional simple distance protection plank 17 which extends to the beginning of the protective barrier construction 14 according to the invention and is connected thereto. In the end of the simple distance protection plank 17, the second guard rail of the guard rail construction 14 is additionally arranged. 1b shows shows the guard rail construction 14 and the overlap region 22 between the guard rail construction 14 and the wall section 12. The overlap region 22 is in FIG Fig.2 shown in detail.

Fig. 2 shows a plan view of the overlapping region 22 between the wall portion 12 and the guard rail construction 14th

One recognizes in Fig.2 a connecting element 24, which has an elongated, sword-like tensile load portion 38, an angled Gegenanlageabschnitt 42 and a receiving portion 44. The elongated tensile load section 38 of the connection element 24 is fixed to the wall section 12 on several roadway sides, preferably screwed thereto. For this purpose, 12 bolts 31 are embedded in the wall portion. In the event of an impact, the tensile load section 38 can transmit a tensile force via a shearing action on the bolt 31 to the wall section 12.

In order to enable a flush transition from the overlapping region 22 to the guard rail-free region of the wall section 12, the protective barrier 16 extends in a recess 54 in the wall section 12. The protective barrier 16 is fastened by fasteners 32, 34 and 36 while fixing the tensile load section 38 to the wall section 12 attached.

The angled to Zuglastabschnitt 38 mating abutment portion 42 of the connection element 24 has an inclined counter-bearing surface 40. As Fig. 2 shows, the wall portion 12 has a corresponding with the counter-contact surface 40 also inclined contact surface 46. Due to the transverse counter-contact surface 40 on the mating abutment portion 42, the connecting element 24 in addition to a tensile force and a compressive force occurring in an impact situation transmitted to the wall portion 12.

The mating abutment portion 42 of the terminal member 24 is fixedly connected to a receiving portion 44 by welding. This allows between the receiving section 44 and the opposing abutment portion 40 in an impact situation unwanted deformation jumps in the area immediately before the overlap region 22 can be avoided. The receiving portion 44 receives a reinforcing profile 26 extending along the traffic route, by which the protective barrier construction is further stiffened. The reinforcing profile is composed in sections of box-shaped elongated elements, which are connected at their joints via butt connectors. Under butt connectors are small diameter short sections to be understood, which are inserted into the individual box-shaped profile elements overlapping with their ends and bolted to them. The reinforcing profile 26 is fixedly connected both to one of the profile posts 20, in this embodiment, a C-profile post, as well as via the attachment 33 with the guard rail 16, preferably fastened by means of screw on both. On the profile post 20, a pull profile 30 (guy belt) is attached to the side facing away from the traffic route, which is connected via a band-shaped connecting part 28 with the wall portion. Due to the tension profile 30 and the connecting part 28 an uninterrupted tensile force transmission is to be made possible even with larger deformations on the wall portion 12.

The Fig. 3a and 3b show a side view from the left and a front view for further illustration of the connection element 24th

In Fig. 3a One recognizes a cross-section 48 of the receiving section 44 for the positive reception of the box-shaped reinforcing profile 26 running along the traffic route and not shown here.

In the plan view 3b it can be seen that the elongated, sword-like tensile load section 38 is rectilinear until it merges into the angled mating abutment section 42 with the mating abutment surface 40. The angled counter abutment portion 42 is fixedly connected to the receiving portion 44, preferably welded thereto, so that in an impact situation, the transmission of tensile and compressive forces is ensured on the wall portion.

Fig. 4 shows a sectional view of the vehicle restraint system along the section line AA Fig.2 ,

One recognizes in Fig. 4 an upper portion of one of the profile posts 20, to which the reinforcing profile 26 is fixedly mounted, wherein the reinforcing profile 26, in turn, the protective barrier 16 is attached. The cross-section box-shaped reinforcing profile 26 contributes to a further increase in system rigidity, which makes the guard rail construction capable of stopping even large mass vehicles. The cross-section of the peripheral contour of the reinforcing profile 26 is connected to the in Fig. 3a shown cross section 48 of the receiving portion 44 of the connection element 24 adapted to be positively received by this and so firmly connected to this can.

At the side facing away from the traffic route side of the profile post 20, the tension profile 30 is disposed and fixedly connected thereto. The tension profile 30 allows, as already mentioned, an uninterrupted tensile force transmission. The second guardrail 18 is fixedly connected to a deformation element 50, which in turn is fixedly attached to the profile post 20.

Based on Fig. 4 the mode of operation of the protective barrier construction 14 according to the invention with the deformation elements 50 will be explained. In an impact situation, the deformation elements 50, which have a circular or polygonal cross-section, are deformed, whereby the protective barrier 18 is displaced in the direction of the profile posts 20. Through this process, the impact energy is partially absorbed and thus slows down the vehicle. Ideally, after the deformation of the deformation elements 50, the vehicle is permanently prevented from escaping by the guardrails 16 and 18, so that it slides on the upper guardrail 16 with the reinforcing profile 26 and is directed back onto the roadway.

The Fig. 5a and 5b show a plan view and a front view of the wall portion 12th

The front view according to 5a shows the contact surface 46, via which the pressure forces are transmitted to the wall portion 12. Furthermore, one recognizes 5a the already known from the prior art recess 54, which together with guard rails not shown in this view 16 and 18 (see Fig.2 ) allows a flush transition from the overlap region to the wall portion 12. 5a further shows an enlarging projection 56 in order to be able to connect conventional concrete components to the wall section 12.

Fig. 5b shows a front view of the wall portion 12. Again, one recognizes the transverse abutment surface 46, which merges into the mounting surface 52. At the Attachment surface 52 of the elongate tensile load section 38, not shown here, and the not shown first and second guard rails 16 and 18 are attached.

Fig. 6 shows a plan view of a transition region of a conventional simple distance protection plank on the guard rail construction according to the invention 14. In Figure 6 If one recognizes the simple distance protection plank 17, which is connected by means of spacer elements 62 and 64 with the tension belt 58. The guard rail construction 14 begins on the right side of the spacer element 62. The reinforcing profile 26 is fixedly connected to a fastening part 60, which in turn is firmly attached to both the guard rail 16 and the simple distance protection plank 17. Furthermore, it is off Figure 6 It can be seen that the tension belt 58 of the simple distance protection plank is firmly connected to the tension profile 30 of the protection structure 14. By this measure, as already in the description Fig. 2 mentions an uninterrupted tensile force transmission from the tension belt 58 to the tension profile 30 via the connecting part 28, not shown here, on the wall portion 12, not shown.

In the following, further embodiments of the invention will be explained with reference to the further figures. To avoid repetition and to simplify the description, the same reference numerals are used for equivalent and similar components as in the first embodiment, but preceded by a continuous digit.

Fig. 7a shows a front view of the vehicle restraint system 110 according to the second embodiment of the invention. This embodiment differs from that with reference to FIGS Fig. 1 to 6 described by an additionally above the second guard rail 116 arranged reinforcing profile 166. For attachment of the reinforcing profile 166, the profile posts 120 are compared with the profile post 20 (FIG. Fig.1 ) of the first embodiment is formed extended, whereby attachment of the reinforcing profile 166 above the second guard rail 116 is possible. The reinforcing profile extends with the guard rails 116, 118 up to the stationary wall portion 112, to which it is attached via a further connection element, not shown in this figure. This connection element is designed exactly as described above for the connection element 24. In particular, it also includes a sword-like tensile load section, which is attached to the roadway side wall portion 12. In other words, the reinforcing profile 116 is received by the connection element or at this attached and in turn attached by means of the receiving element to the stationary wall portion 112.

Fig. 7b is a plan view of the second embodiment of the invention. Again, one recognizes the additional gain profile 166 which extends above the guardrails.

Fig. 8 shows a sectional view of the vehicle restraint system along the section line BB Fig. 7a ,

One recognizes in Fig. 8 a profile post 120, to which the reinforcing profile 126 is fixedly mounted, on which in turn the guard rail 116 is attached. Below this guard rail 116, the second guard rail 118 is connected via a cross-sectionally round or oval deformation element 150 with the profile post 120. To further increase the bending stiffness or the absorption of tensile stresses, the reinforcing profile 166 above the two guard rails 116, 118 fixedly attached to the profile post 120. This additional reinforcement profile can be designed as a box profile.

To further increase the system rigidity, 120 spars 168 are screwed with cross-sectionally C-shaped profile on the backs of the profile posts. The spars 168 are also attached according to this second embodiment directly to the stationary wall section, not shown here, and fixed without an intermediate sheet metal part to the wall portion. In the construction according to this embodiment, the flexural rigidity of the C-shaped spars 168 itself is utilized in the transition from the guard rail construction to the wall section. In other words, the spars have due to their C-profile increased flexural rigidity, whereby the system stiffness in the critical transition region can be increased again.

Fig. 9a shows a front view of the third embodiment of the invention.

Fig. 9b shows a plan view of the vehicle restraint system 210 according to the third embodiment of the invention.

Out Fig. 9b it can be seen that, according to the third embodiment of the invention, protective barrier structures 214 are arranged on both sides of the fixed wall section 212. The vehicle restraint system according to this third embodiment is arranged between two parallel running lanes and separates them from each other. Thus, overlapping portions 222 are formed between the guardrail structures 214 and the wall portion 212 on both sides of the wall portion 212, each facing a roadway.

Fig. 10 shows an enlarged detail view of the transition region 222. On both sides of the wall portion 212 here contact surfaces 246 are formed, which correspond to the two counter-bearing surfaces 242 of the connection elements 224 and thus a transfer of compressive forces on the connection elements 224 on the wall portion 212 is possible. In addition, one recognizes on both sides of the wall portion 212, the elongated, sword-like Zuglastabschnitte 238 of the connection elements 224, via which the tensile forces can be transmitted as a shearing action in the wall portion. The reinforcing profiles 226 are fastened to or received by the connecting elements 224 via the receiving section 244.

Fig. 11 shows a sectional view along the section line CC Fig. 9a ,

Out Fig. 11 It will be seen that on both sides of the profile post 220, the guard rails 216 and 218 are disposed over the reinforcing profile 226 and the deformation element 250, respectively. Above the guard rails 216, 218, the additional reinforcement profiles 266 are attached to the profile post 220 on both sides. These additional reinforcement profiles 266 are fastened to the wall section via an additional connection element (not shown here). In other words, the reinforcing profiles 226 and the additional reinforcing profiles 266 are fastened to the wall section via connecting elements in order to be able to transmit tensile or compressive loads and a resultant moment to the wall section.

• Durch die Verwendung des Anschlusselements 24 lässt sich der Übergang von dem Wandabschnitt 12 auf die Schutzplankenkonstruktion 14 äußerst kompakt ohne Zuhilfenahme zusätzlicher Betonklötze oder dergleichen gestalten.
• Das Anschlusselement 24 bietet mit seinem länglichen schwertartigen fahrbahnseitig angeordneten Zuglastabschnitt 38 die Möglichkeit, über die vorstehend bereits angesprochene Scherwirkung im Aufprallfall auch große Zugkräfte auf den Wandabschnitt 12 zu übertragen. Dies erfolgt in einfacher Weise über die im Wandabschnitt eingebetteten Befestigungsbolzen 31.
• Ferner lassen sich über die querverlaufende Anlagefläche 46 und Gegenanlagefläche 40 auch aufprallbedingte Druckkräfte von der Schutzplankenkonstruktion 14 auf den Wandabschnitt 12 übertragen, da sich über diese schrägverlaufenden Flächen das Anschlusselement in einer Aufprallsituation an dem Wandabschnitt 12 abstützen kann.
• Das Kräftepaar aus aufprallbedingten Zugkräften und Druckkräften ermöglicht die Aufnahme auch hoher Momente durch den Wandabschnitt 12, die im Aufprallfall auftreten können und reduziert das Deformationsvermögen unmittelbar vor dem Wandabschnitt 12.
• Aufgrund des reduzierten Deformationsvermögens unmittelbar vor dem Wandabschnitt 12 wird verhindert, dass ein im Übergangsbereich anprallendes Fahrzeug sich unmittelbar vor dem Wandabschnitt 12 mit dem Fahrzeugrückhaltesystem 10 verkeilt und an einem Abgleiten an dem Fahrzeugrückhaltesystem 10 gehindert wird.
• Durch den Aufnahmeabschnitt 44, der mittels Bolzen mit dem Verstärkungsprofil 26 verbunden werden kann und dieses auch formschlüssig aufnimmt bzw. von diesem formschlüssig aufgenommen wird, lässt sich die Schutzplankenkonstruktion 14 in für einen ungebrochenen Kraftfluss vorteilhafter Weise über das Anschlusselement 24 mit dem Wandabschnitt 12 verbinden.
• Das Verstärkungsprofil 26 sorgt für eine zusätzliche Verstärkung der Schutzplankenkonstruktion 14 nahe dem Wandabschnitt 12.

The invention offers the following advantages over the prior art:

• By using the connecting element 24, the transition from the wall section 12 to the protective barrier construction 14 can be made extremely compact without the aid of additional concrete blocks or the like.
• The connecting element 24, with its elongated sword-like roadway-mounted tensile load section 38, offers the possibility of transmitting large tensile forces to the wall section 12 in the event of an impact via the shearing action already mentioned above. This is done in a simpler way Way on the embedded in the wall portion fastening bolt 31st
• Furthermore, over the transverse contact surface 46 and counter-contact surface 40, impact-related pressure forces can be transmitted from the guard rail construction 14 to the wall section 12, since the connecting element can be supported on the wall section 12 in an impact situation via these oblique surfaces.
• The force pair of impact-induced tensile forces and compressive forces enables the recording of even high moments through the wall portion 12, which may occur in the event of an impact and reduces the deformation capacity immediately in front of the wall portion 12th
• Due to the reduced deformation capacity immediately in front of the wall section 12, a vehicle impacting in the transitional area is prevented from being wedged with the vehicle restraint system 10 immediately in front of the wall section 12 and prevented from sliding on the vehicle restraint system 10.
• By the receiving portion 44 which can be connected by means of bolts with the reinforcing profile 26 and this also receives positively or is positively received by this, the guard rail 14 can be connected in an unbroken power flow advantageous manner via the connecting element 24 with the wall portion 12.
• The reinforcing profile 26 provides additional reinforcement of the guard rail construction 14 near the wall section 12.

Claims (14)

1. Vehicle restraint system (10) for protecting traffic routes, having

   - a fixed wall portion (12) and

   - a safety-rail structure (14) that overlaps with the wall portion (12) in an overlap region (22) and is attached to the latter,

   the safety-rail structure (14) extending along the traffic route, starting from the overlap region (22),
   characterized in that the safety-rail structure (14) comprises at least one connecting element (24) that has an elongate tensile load portion (38), for attaching to the side of the wall portion (12) that faces towards the carriageway, in the overlap region (22), and has a receiving portion (44) for receiving or attaching a component of the safety-rail structure (14) that extends along the traffic route.
2. Vehicle restraint system (10) according to Claim 1,
   characterized in that the tensile load portion (38) extends in the overlap region (22) between the wall portion (12) and at least one safety rail (16) of the safety-rail structure (14), the at least one safety rail (16) being fastened to the wall portion (12) at at least one point in the overlap region (22), fixing the tensile load portion (38) in position.
3. Vehicle restraint system (10) according to Claim 1,
   characterized in that the component of the safety-rail structure (14) received in the receiving portion (44) and extending along the traffic route is a reinforcing profile (26), the reinforcing profile (26) having a circumferential contour that is partially or fully closed in cross-section.
4. Vehicle restraint system (10) according to Claim 3,
   characterized in that the reinforcing profile (26) is firmly connected to the receiving portion (44), the reinforcing profile (26) being connected to the receiving portion (44), preferably by means of screwed connections, welded connections, rivets or bolts.
5. Vehicle restraint system (10) according to any one of the preceding claims,
   characterized in that the wall portion (12) has a contact surface (46) extending transversely relative to the traffic route, and the connecting element (24) has a corresponding, transversely extending counter-contact surface (40), via which surfaces the safety-rail structure (14) is supported on the wall structure (12), the counter-contact surface (40) being realized on a counter-contact portion (42) of the connecting element (24) that is angled away from the tensile load portion (38).
6. Vehicle restraint system (10) according to Claim 5,
   characterized in that the counter-contact portion (42) extends at an angle of approximately 30 to 60°, preferably of approximately 45°, relative to the tensile load portion (38) of the connecting element (24).
7. Vehicle restraint system (10) according to Claim 5,
   characterized in that the receiving portion (44) is fastened, preferably welded, to the counter-contact portion (42) of the connecting element (24).
8. Vehicle restraint system (10) according to any one of the preceding claims,
   characterized in that the safety-rail structure (14) is anchored in the ground by means of profile posts (20).
9. Vehicle restraint system (10) according to any one of the preceding claims,
   characterized in that, in addition to the one safety rail (16), a second safety rail is arranged, the second safety rail (18) preferably being arranged beneath the first safety rail.
10. Vehicle restraint system (10) according to any one of the preceding claims,
    characterized in that deformation elements (50) are arranged between the second safety rail (18) and the profile posts (20), these deformation elements (50) preferably having a circular or polygonal cross-section.
11. Vehicle restraint system (10) according to Claim 9,
    characterized in that an additional tension profile (30), extending parallelwise in relation to the safety rails (16, 18), is arranged on the side of the safety-rail structure (14) that faces away from the traffic route, this tension profile (30) being firmly connected to the side of the profile posts (20) that faces away from the traffic route, and having a circumferential contour that is partially or fully closed in cross-section.
12. Vehicle restraint system (10) according to any one of the preceding claims,
    characterized in that the wall portion (12) is made of concrete or prefabricated concrete components.
13. Vehicle restraint system (110) according to Claim 9 or 10,
    characterized in that arranged above the second safety rail (118) there is at least one reinforcing element (168), which is connected to the fixed wall portion (112) via a connecting element (124).
14. Vehicle restraint system (210) according to any one of the preceding claims,
    characterized in that a safety-rail structure (214) is arranged on both sides of the fixed wall portion (212), the safety-rail structure (214) being connected to the wall portion (212) at least via a connecting element (224).

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