EP2050876A1 - Vehicle retention system - Google Patents

Abstract

The system (A) has a crash barrier run (2) extending its roadway side along upper ends (4) of a pillar (6). Crash barriers (3) are detachably connected with each other in a lacing manner. A reinforcing strip (17) extending over its length is arranged behind the barriers and connected with the crash barriers by a fastening unit (22) e.g. stud. The run has a height (H) of 780 millimeter that is measured from a roadway top edge (OK1) to a crash barrier run top edge (OK2). The strip is connected with the barriers by the fastening unit in a mid longitudinal section at three connection positions.

Description

The invention relates to a vehicle restraint system for arrangement next to a roadway according to the features in the preamble of claim 1.

Such a vehicle restraint system counts through the DE 10 2004 039 792 B4 to the state of the art. The vehicle restraint system has posts fixed to the floor and a guardrail line extending along the upper ends of the posts on the road side from guard rails detachably connected to each other in a detachable manner. In each case, behind a guardrail a extending over its length reinforcing profile is arranged, which is connected in the region of its ends to the guard rail via fastening means.

The well-known vehicle restraint system aims at securing hauled roads with obstacles, especially trees, and has proven itself very well in practice.

Also from the DE 201 06 675 U1 is a protective barrier arrangement is known in which between the guard rails and the posts at least one troughed and the guard rails open towards reinforcing profile is incorporated.

Regardless of the advantageous properties of the known vehicle restraint systems, there is a risk that they will be broken by larger or higher vehicles, such as buses in particular, or the protective barrier will be folded.

In the case of an impact test in accordance with DIN EN 1317-2 to obtain a containment level H2, the vehicle restraint system must pass the tests TB11 and TB51. For the TB11 acceptance test, the vehicle restraint system must withstand a car with a total mass of 900 kg and an impact speed of 100 km / h at an impact angle of 20 °. The acceptance test TB51 requires the stopping of a bus with a total mass of 13 t, which drives against the vehicle restraint system at an impact speed of 70 km / h at a crash angle of 20 °.

In addition to the containment level, the effective range W is a characteristic variable for the evaluation of a vehicle restraint system. The effective range W is the distance between the traffic-facing side of the vehicle restraint system on roads and the maximum dynamic lateral position of each essential part of the system.

The invention is based on the object of the prior art, the stoppage of a vehicle restraint system generic type to further increase and this particular with regard to the acquisition of the containment level H2 and a range of action W5, i. a deformation of less than or equal to 1.7 m, to be trained.

The solution to this problem consists according to the invention in a vehicle restraint system according to the features of claim 1.

Thereafter, the protective barrier of the vehicle restraint system has a height of at least 780 mm, wherein the height is measured from the upper edge of the road to the upper edge of the barrier rail. Furthermore, each reinforcing profile in the middle length section is connected to at least two, preferably three, connection points with a protective barrier via fastening means. Overall, therefore, the reinforcing profile is connected to a protective barrier both in the central region and in the respective end regions via fastening means with the protective barrier.

As a result of the configuration according to the invention, the vehicle restraint system can be increased in stoppage capacity, so that the stoppage step H2 can be passed during start-up tests, namely at a range of action of W5 in which the lateral deformation of the vehicle restraint system is less than or equal to 1.7 m.

Advantageous embodiments of the basic concept of the invention as well as developments of the vehicle restraint system as a whole are the subject of the dependent claims 2 to 22.

In practice, the protective barrier can have a height between 780 mm and 850 mm. Although this proposal deviates from the current 750 mm RAL standard, it does contribute to achieving the desired high retention capacity.

Preferably, the guard rails and the reinforcing profiles are also connected in their central longitudinal section with a post.

A protective barrier of known type has a central, in cross-section trapezoidal central region with a web and two legs, which are directed in the assembled state of the posts to the roadway. The legs are followed by outwardly directed longitudinal flanks. Here, the reinforcing profile can embrace the central region in a form-fitting manner in order to support it in a compact manner.

It is also possible that the reinforcing profile with its longitudinal web contacts the web of the central region, whereas the side limbs of the reinforcing profile run at a distance from the limbs of the central region. In this way, the middle region of the protective barrier as well as its outer longitudinal flanks can be purposefully reinforced.

The free ends of the side legs of the reinforcing profile can contact the back of the guardrail, so that a stable support takes place.

The upper longitudinal flange and the lower longitudinal flange of a protective barrier extend in an advantageous embodiment in a vertical plane. In particular, in combination with an underride guard, the guard rail then towards the road towards a wide front surface on which the impact energy is distributed.

The connection between two reinforcing profiles to ensure a continuous band can be improved by overlapping the ends of two successive reinforcing profiles. In this case, a reinforcing profile may have a cranked end. It is also possible that the ends of two successive reinforcing profiles are connected to each other via overlapping tabs, wherein in each case an overlap tab is welded to one end of a reinforcing profile. The coupling with the next reinforcement profile and the guard rails via fasteners in the form of bolts and nuts with interlinked connecting straps.

The guardrails and the reinforcement profiles can basically be fixed directly to the posts. In the context of the invention it is further provided that the guardrail and the reinforcement profile are connected via spacers to the posts.

Each spacer has a vertical web with a guard rail side, laterally bent mounting flange and opposite the mounting flange in the direction of the guardrail projecting upper and lower end tabs. Here, the end tabs of the spacers overlap the reinforcing profile.

On the back, so on the side facing away from the road, the post, a strap can extend. The tension belt is composed of individual shots whose length corresponds to the length of a guardrail. The individual shots of the tensioning belt are fixed to the rear mounting flanges of the spacers or to the posts. Preferably, the tension belt is concavely curved in the direction of the guard rails, whereby its rigidity is improved. The overall tension strap contributes to the stabilization of the vehicle restraint system.

The spacers themselves are fixed to the posts via connecting claws. Each connecting claw engages with side flanges the legs of a post. Plate-like sliding elements can be incorporated between the side flanges and the legs, which are preferably made of weather- and UV-resistant plastic. The inclusion of sliding elements between the connecting jaws and the post avoids friction between steel and steel. In particular, the sliding elements are to cause the claws to shift in the event of an impact relative to the posts and slide down from the posts, but the guard rail is to be retained overall.

The sliding elements preferably have protruding pins with thickened head ends. With the pins, the sliding elements engage in holes in the legs of the posts. In this way, a reliable fixing of the sliding elements to the posts can be ensured.

Each pin has an annular groove, wherein between the annular groove and the surface of the sliding element conical transitions are formed. In the longitudinal direction of a pin is penetrated by a hole. Furthermore, the pins are provided with crosswise slots and the head ends the pin is conical. All this facilitates the assembly of the sliding elements and the connecting claws.

In order to assist the detachment of the guard rail from the posts in the event of an impact, the spacers are preferably connected via predetermined breaking screws with the posts.

Overall, the vehicle restraint system can be further improved if an underride guard is arranged below the guardrail strand. In particular, this measure increases the safety of injured cyclists. The underrun protection is also made of weftwise juxtaposed crash barriers.

In order to reduce or redirect the impact energy resulting from an impact and to mitigate the impact, the guardrails of the underrun protection have an impact energy absorbing cross-sectional geometry. For this purpose, the guard rails themselves can be designed as a deformation body. Furthermore, it can be incorporated between the guard rails and the post deformation elements.

Figur 1

in einer Frontansicht einen Ausschnitt aus einer ersten Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems;

Figur 2

die Darstellung gemäß der Figur 1 in der Draufsicht;

Figur 3

die Darstellung gemäß der Figur 1 in der Seitenansicht;

Figur 4

eine vergrößerte Darstellung der Figur 3;

Figur 5

in einer Frontansicht einen Ausschnitt aus einer zweiten Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems;

Figur 6

die Darstellung gemäß der Figur 5 in der Draufsicht;

Figur 7

die Darstellung gemäß der Figur 5 in der Seitenansicht;

Figur 8

den Ausschnitt A der Figur 7 in vergrößerter Darstellungsweise;

Figur 9

eine vergrößerte Darstellung der Figur 7;

Figur 10

in der Seitenansicht eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems;

Figur 11

in der Seitenansicht eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems;

Figur 12

in einer perspektivischen Explosionsdarstellung ein erfindungsgemäßes Fahrzeugrückhaltesystem in einer Ansicht von hinten;

Figur 13

in einer Vergrößerung einen Ausschnitt aus der Figur 12 mit der Darstellung eines Distanzhalters nebst Verbindungsklaue und dem oberen Ende eines Pfostens;

Figur 14

zwei Verstärkungsprofile in einer perspektivischen Ansicht;

Figur 15

ebenfalls in der Perspektive ein Verstärkungsprofil;

Figur 16

den Ausschnitt B gemäß der Figur 15 in vergrößertem Maßstab;

Figur 17

in der Seitenansicht ein Fahrzeugrückhaltesystem gemäß den Figuren 1 bis 4 mit einer ersten Ausführungsform eines Unterfahrschutzes und

Figur 18

in der Seitenansicht ein Fahrzeugrückhaltesystem gemäß den Figuren 1 bis 4 mit einer zweiten Ausführungsform eines Unterfahrschutzes.

The invention is described below with reference to exemplary embodiments illustrated in the drawings. Show it:

FIG. 1

in a front view of a section of a first embodiment of a vehicle restraint system according to the invention;

FIG. 2

the representation according to the FIG. 1 in the plan view;

FIG. 3

the representation according to the FIG. 1 in the side view;

FIG. 4

an enlarged view of FIG. 3 ;

FIG. 5

in a front view of a section of a second embodiment of a vehicle restraint system according to the invention;

FIG. 6

the representation according to the FIG. 5 in the plan view;

FIG. 7

the representation according to the FIG. 5 in the side view;

FIG. 8

the section A of FIG. 7 in an enlarged representation;

FIG. 9

an enlarged view of FIG. 7 ;

FIG. 10

in the side view of another embodiment of a vehicle restraint system according to the invention;

FIG. 11

in the side view of another embodiment of a vehicle restraint system according to the invention;

FIG. 12

in a perspective exploded view of an inventive vehicle restraint system in a view from behind;

FIG. 13

in a magnification a section of the FIG. 12 with the representation of a spacer together with connecting claw and the upper end of a post;

FIG. 14

two reinforcing profiles in a perspective view;

FIG. 15

also in perspective a reinforcement profile;

FIG. 16

the section B according to the FIG. 15 on an enlarged scale;

FIG. 17

in the side view of a vehicle restraint system according to the FIGS. 1 to 4 with a first embodiment of an underrun protection and

FIG. 18

in the side view of a vehicle restraint system according to the FIGS. 1 to 4 with a second embodiment of an underrun protection.

Corresponding components or component components are provided in all drawings with the same reference numerals.

Based on FIGS. 1 to 4 a first embodiment of a vehicle restraint system A according to the invention is explained. The vehicle restraint system A is used to limit the travel along a roadway 1. The vehicle restraint system A comprises a guardrail strand 2 made of steel which can be detachably connected to one another in a weft manner. The guard rails 3 are fixed to the upper end 4 of the bottom 5 fixed, in particular rammed, post 6. The posts 6 have a sigmoidal cross-section.

Two successive guard rails 3 each overlap with their ends 7 and are connected by fastening means 8 in the form of bolts and nuts. In the overlap region, the ends 7 are stiffened by a C-profile 9. This is set at the upper end 4 of a post 6. With its obliquely placed legs 10, the C-profile 9 engages over the protective barrier 3.

How the particular FIG. 4 can recognize, each guardrail 3 has a central, in cross-section trapezoidal central region 11 with a web 12 and two of the post 6 to the roadway 1 directed thighs 13 to the legs 13 each directed outwardly includes an upper longitudinal edge 14 and a lower Longitudinal flank 15, which edge edging 16 have. The upper longitudinal edge 14 and the lower longitudinal edge 15 of the protective barrier 3 extend in a vertical plane VV.

In each case behind a protective barrier 3, over its length L extending, trapezoidal reinforcing profile 17 is arranged made of steel. The reinforcing profile 17 also has a central web 18 with two side limbs 19 inclined obliquely forwards towards the protective barrier 3. The side limbs 19 of the reinforcing profile 17 abut against the outer sides of the limbs 13 of the middle region 10 of the protective barrier 3, so that the reinforcing profile 17 engages Center region 11 engages positively.

The reinforcing profile 17 is connected in each case in the region of its ends 20, 21 with the protective barrier 3 via fastening means 22. For attachment used the same fastening means 22, via which the C-profile 9 is fixed to the post 3. As fasteners 22 come bolts and nuts with intervening connecting tabs for use.

In addition to the connection at the ends 20, 21 of the reinforcing profile 17 and the ends 7 of a protective barrier 3, the reinforcing profile 17 is connected in the middle longitudinal section M at three further connection points 23, 24, 25 via fastening means 26 with the protective barrier 3. For this purpose, 3 oblong holes 27 and in the reinforcing profiles 17 holes 28 are provided in the guard rails. As the Figures 1 and 2 show, in the central longitudinal section M of the reinforcing profile 17 and the guard rail 3, a post 6 is provided on which both the guard rail 3 and the reinforcing profile 17 is fixed with fastening means 26. In each case, left and right of the post are the other connection points 24 and 25th

The protective barrier 2 has a height H of at least 780 mm. The height H is measured from the upper edge of the roadway OK1 to the upper edge OK2 of the safety barrier 2. In particular, the height H of the safety barrier 2 is between 780 mm and 850 mm.

The height H of the guard rail 2 and the stable connection between the reinforcing profiles 17 and the guard rails 3 at the ends 20, 21 of the reinforcing profiles 17 and the ends 7 of the guard rails 3 and at the additional joints 23, 24, 25 in the middle longitudinal section M of the reinforcing profiles 17 and the guardrail 3 ensure a high retention capacity, so that the vehicle restraint system A reaches the containment level H2 at an effective range of W5.

In the FIGS. 5 to 9 a further embodiment of a vehicle restraint system B according to the invention is shown. The basic structure of the vehicle restraint system B corresponds to the previously Described so that corresponding components or component components are provided with the same reference numerals.

The guard rail 2 of the vehicle restraint system B has a height H of at least 780 mm. In each case, each guardrail 3 and each reinforcing profile 17 are connected both in the region of the ends 7 of the guardrail 3 and the ends 19, 20 of the reinforcing profile 17 and in the central longitudinal section M at the three other connection points 23 to 25 by means of fastening means 21 and 26 respectively.

In contrast to the vehicle restraint system A, in the vehicle restraint system B, the guard rail 2 or guard rails 3 and the reinforcing profile 16 are connected to the post 3 via spacers 29. Spacers 29 are also in the Figures 12 and 13 shown.

The spacers 29 have a vertical web 30 with a protective plank side, laterally folded mounting flange 31. Furthermore, the spacer 29 relative to the mounting flange 31 in the direction of the protective barrier 3 projecting upper and lower end flaps 32, 33, wherein the end tabs 32, 33 of the spacer 29th engage over the reinforcing profile 17 and extend over the legs 13 of the protective barrier 3. Also on the side facing away from the guard rails 3 34, the spacer 29 has a folded in the longitudinal direction of the guardrail 3 mounting flange 35.

Based on FIGS. 9 to 12 it can be seen that extends on the guard rails 3 facing away from end 34 of the spacer 29, a tension belt 36 made of steel. The tension belt 36 is also composed of individual shots 37 whose length L1 corresponds to the length L of a guard rail 3. The individual shots 37 of the tension belt 36 are fastened to the rear mounting flanges 35 of the spacers 29. Towards the guard rails 3, the tension belt 36 is concavely curved.

As based on the FIG. 12 and also the FIGS. 14 to 16 As can be seen, the ends 20, 21 of two successive overlap Reinforcement profiles 17. For this purpose, at one end 20 of a reinforcing profile 17, an overlap tab 38 is welded. The overlap tab 38 engages over the adjacent end 21 of the next reinforcing profile 17. The connection of the reinforcing profiles 17 with each other via fasteners 39, which are guided through holes 40 in the side legs 19 at the ends 21 and holes 41 in the overlapping tab 38.

The connection of the reinforcing profiles 17 with each other and with the spacer 29 via the fastening means 21 and 26 in the form of bolts and nuts, both on the road side before the guard rail 3 and behind the mounting flange 31, a connecting plate 42 is incorporated. The use of two connecting tabs 42 increases the stability of the connection.

The vehicle restraint systems C1 and C2, as in the FIGS. 10 and 11 shown, differ by the execution of their guard rails 3. In the FIG. 10 a safety barrier 3 of the type B is shown, whereas the FIG. 11 shows a protective barrier 3 of type A shows. The reinforcing profiles 17 are formed according to the contour of the central regions 11 of the guard rails 3, so that the reinforcing profiles 17 engage around the middle regions 11 in a form-fitting manner.

Both in the vehicle restraint system C1 and in the vehicle restraint system C2, the spacers 29 are fixed via U-shaped connecting claws 43 to the posts. A connection claw 43 is best recognized in the FIG. 13 ,

The connecting claw 43 has a web 44 with two side flanges 45. At the free ends of the side flanges 45 inwardly directed to each other bends 46 are provided. On the upper side are also provided on the side flanges inwardly angled stop tabs 47, which comes when sliding the connecting claw 43 on a post 3 at the upper end of the plant.

The connecting claw 43 engages with its side flanges 45, the legs 48 of the post 3. Between the side flanges 45 and the legs 48, a plate-like sliding member 49 is incorporated each right and left. The sliding member 49 is made of UV and weather resistant plastic. At the lower end of the sliding elements 49, a pin 50 is provided with a thickened head end 51. Each pin 50 has an annular groove 52, 49 conical transitions 54 are formed between the annular groove 52 and the surface 53 of the sliding member. In the longitudinal direction, the pins 50 are penetrated by a bore 55. To make the pins 50 flexible, they are provided with crosswise slots 56.

The sliding elements 49 are inserted with the pins 50 in holes 57 in the legs 48 of the post 3, where the pins 50 engage detent engagement. In the above the pin 50 surface area of the sliding member 49 has two slots 58 are provided. In the legs 48 of the post 3, a corresponding with one of the slots 58 bore 59 is present. Furthermore, a corresponding bore 60 is also provided in the side flanges 45 of the connecting claw 43.

When mounting the connecting claw 43 on a post 3, the sliding elements 49 are first fixed on the posts 3 via the pins 50 and the bores 57. Subsequently, the fixed to a spacer 29 connecting claw 43 is pushed over the post 3, so that the sliding elements 49 between the legs 48 of the post 3 and the side flanges 45 of the connecting claw 43 pass. Thereafter, fasteners not shown here are used to fix the arrangement. The fastening means may be, for example, predetermined breaking screws. The connecting claw 43 is also fixed by means of fastening means in the form of bolts and nuts on the spacer 29. For this purpose, in each case three mutually corresponding bores 61 are provided in the spacer 29 and in the web 44 of the connecting claw 43.

When tightening the fasteners, the conical junctions 54 are pressed into the holes 59 of the legs 48 of the post 3.

In the event of an impact, the protective barrier 2 can be released together with the spacer 29 and the strap 36 from the post 3. This is assisted by the sliding elements 49 integrated in the connection claw 43. The protective barrier strand 2 and the tension belt 36 connected thereto via the spacers 29 form a tension band which degrades or deflects the impact energy of an approaching vehicle, so that a high retention capacity can be achieved.

The vehicle restraint systems D and E, as in the FIGS. 17 and 18 in turn, correspond to the structure of vehicle restraint system A according to the FIGS. 1 to 4 ,

In addition, an underride guard 62 is installed in the vehicle restraint system D and E, respectively.

The underrun protection 62 likewise consists of protective planks 63, 64 juxtaposed in succession, the protective barriers 63, 64 having an impact energy absorbing cross-sectional geometry.

In the embodiment according to the FIG. 17 the guard rails 63 a concave curved front portion 65, to each of which an upper and a lower arc portion 66 connects. These are directed towards one another directed leg 67 at. About the legs 67, the protective barrier 63 is supported on the post 3. Via bolts 68, which pass through the front portion 65 and the legs 67, and nuts 69, the guard rails 63 are fixed to the post 3.

The guard rails 64 in the embodiment according to FIG. 18 have a trough-shaped cross-section with a parallel to the post 3 extending front portion 70 and upper and lower longitudinal edges 71 which extend obliquely away from the road towards the posts. Between the front portion 70 and the post 3 are vertically stacked Deformation elements 72 incorporated in the form of pipe sections. The definition of the guard rails 64 to the post 3 via bolt 73, which enforce the front portion 70 and the deformation elements 72. By means of nuts 74 located on the inside of the posts 3, the deformation elements 72 and the protective barrier 64 are pulled against the posts 3.

Reference numerals:

• 1 - lane
• 2 - protective barrier
• 3 - safety barrier
• 4 - upper end v. 6
• 5 - floor
• 6 - posts
• 7 - end of v. 3
• 8 - fasteners
• 9 - C profile
• 10 - thighs v. 9
• 11 - middle range
• 12 - footbridge
• 13 - thighs
• 14 - upper longitudinal edge
• 15 - lower longitudinal edge
• 16 - fold
• 17 - reinforcement profile
• 18 - bridge v. 17
• 19 - side legs v. 17
• 20 - end of v. 17
• 21 - end of v. 17
• 22 - fasteners
• 23 - connection point
• 24 - connection point
• 25 - connection point
• 26 - fasteners
• 27 - slot
• 28 - hole
• 29 - Spacer
• 30 - footbridge
• 31 - Mounting flange
• 32 - End flap
• 33 - End flap
• 34 - front side
• 35 - Mounting flange
• 36 - Tensioning belt
• 37 - shot
• 38 - Overlap flap
• 39 - fasteners
• 40 - hole
• 41 - drilling
• 42 - Connecting strap
• 43 - Connecting claw
• 44 - footbridge
• 45 - side flange
• 46 - fold
• 47 - stop tab
• 48 - thighs v. 3
• 49 - sliding element
• 50 - cones
• 51 - head end v. 50
• 52 - annular groove
• 53 - surface
• 54 - transition
• 55 - hole
• 56 - slot
• 57 - Bore
• 58 - long hole
• 59 - hole
• 60 - hole
• 61 - Bore
• 62 - Underride protection
• 63 - Safety barrier
• 64 - guardrail
• 65 - front area
• 66 - bow section
• 67 - thighs
• 68 - Bolt
• 69 - Mother
• 70 - front area
• 71 - Long edges
• 72 - Deformation element
• 73 - Bolt
• 74 - Mother
  • A - vehicle restraint system
  • B - vehicle restraint system
  • C1 - vehicle restraint system
  • C2 - vehicle restraint system
  • D - vehicle restraint system
  • E - vehicle restraint system
  • H - height v. 2
  • L - length v. 3
  • L1 - length v. 37
  • M - middle length section
  • OK1 - top of the roadway
  • OK2 - top edge of guardrail

Claims (22)

Vehicle restraint system for arrangement next to a roadway (1), which fixed to the ground (5) posts (6) and a road side along the upper ends (4) of the posts (6) extending guard rail (2) from schussweise releasably connected guard rails (3 ), wherein in each case behind a guard rail (3) over its length (L) extending reinforcing profile (17) is arranged, which in each case in the region of its ends (20, 21) connected to the protective barrier (3) via fastening means (22) characterized in that the protective barrier strand (2) has a height (H) measured from the upper edge of the roadway (OK1) to its upper edge (OK2) of at least 780 mm and each reinforcing profile (17) in the central longitudinal section (M) at least two, preferably three, connection points (23, 24, 25) via fastening means (26) with a protective barrier (3) is connected. Vehicle restraint system according to claim 1, characterized in that the protective barrier strand (2) has a height between 780 mm and 850 mm. Vehicle restraint system according to claim 1 or 2, characterized in that the guard rails (3) and the reinforcing profiles (17) in their central longitudinal section (M) are connected to a post (6). Vehicle restraint system according to one of claims 1 to 3, wherein the guardrail (3) has a central, in cross-section trapezoidal central region (11), with a web (12) and two from the posts (6) to the roadway (1) directed thighs (13 ), which are respectively followed by outwardly directed longitudinal edges (14, 15), characterized in that the reinforcing profile (17) engages around the central region (11) in a form-fitting manner. Vehicle restraint system according to claim 4, characterized in that the upper longitudinal edge (14) and the lower longitudinal edge (15) of the protective barrier (3) extend in a vertical plane AA. Vehicle restraint system according to one of claims 1 to 5, characterized in that the ends (20, 21) of two successive reinforcing profiles (17) overlap. Vehicle restraint system according to one of claims 1 to 6, characterized in that the reinforcing profile has a cranked end. Vehicle restraint system according to one of claims 1 to 7, characterized in that the ends (20, 21) of two successive reinforcing profiles (17) via an overlap tab (38) are interconnected. Vehicle restraint system according to claim 8,
characterized in that the overlap tab (38) is welded to one end (20) of a reinforcing profile (17). Vehicle restraint system according to one of claims 1 to 9, characterized in that the guardrail (3) and the reinforcing profile (14) via spacers (29) are connected to the posts (6). Vehicle restraint system according to claim 10, characterized in that each spacer (29) has a vertical web (30) with a protective plank side, laterally bent mounting flange (31) and relative to the Mounting flange (31) in the direction of the protective barrier (3) projecting upper and lower end tabs (32, 33), wherein the end tabs (32, 33) of the spacers (29) engage over the reinforcing profile (17). Vehicle restraint system according to one of Claims 1 to 11, characterized in that a tensioning belt (36) extends on the side of the posts (6) facing away from the guardrail (3). Vehicle restraint system according to one of claims 10 to 12, characterized in that the spacers (29) via connecting claws (43) are fixed to the post (6). Vehicle restraint system according to claim 13, characterized in that each connecting claw (43) with side flanges (45) engages around the legs (48) of a post (6), wherein plate-like sliding elements (49) are incorporated between the side flanges (45) and the legs (48) are. Vehicle restraint system according to claim 14,
characterized in that the sliding elements (49) projecting pins (50) with thickened head ends (51) and engage the pins (50) in holes (57) in the legs (48) of the post (6) latching. Vehicle restraint system according to claim 15, characterized in that each pin (50) has an annular groove (52), between the annular groove (52) and the surface (53) of the sliding element (49) conical transitions (54) are formed. Vehicle restraint system according to one of claims 15 or 16, characterized in that the pins (50) in the longitudinal direction of a bore (55) passes through and with crosswise arranged slots (56) and the head ends (51) of the pins (50) are conical. Vehicle restraint system according to one of claims 14 to 17, characterized in that the sliding elements (49) consist of plastic. Vehicle restraint system according to one of claims 10 to 18, characterized in that the spacers (29) via predetermined breaking screws with the posts (6) are connected. Vehicle restraint system according to one of claims 1 to 19, characterized in that below the protective barrier strand (2) an underrun protection (62) from also shot against each other set guard rails (63, 64) is arranged. Vehicle restraint system according to claim 20, characterized in that the guard rails (63, 64) have an impact energy absorbing cross-sectional geometry. Vehicle restraint system according to claim 20 or 21, characterized in that the guard rails (64) are fixed by incorporation of deformation elements (72) on the posts (6).

Images