EP2148009B1 - Amortisseur de choc sur voies de circulation - Google Patents

Amortisseur de choc sur voies de circulation Download PDF

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Publication number
EP2148009B1
EP2148009B1 EP09165767.6A EP09165767A EP2148009B1 EP 2148009 B1 EP2148009 B1 EP 2148009B1 EP 09165767 A EP09165767 A EP 09165767A EP 2148009 B1 EP2148009 B1 EP 2148009B1
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EP
European Patent Office
Prior art keywords
cells
absorption capacity
energy absorption
impact
energy
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Application number
EP09165767.6A
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German (de)
English (en)
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EP2148009A3 (fr
EP2148009A2 (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
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SPS Schutzplanken GmbH
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Priority to PL09165767T priority Critical patent/PL2148009T3/pl
Publication of EP2148009A2 publication Critical patent/EP2148009A2/fr
Publication of EP2148009A3 publication Critical patent/EP2148009A3/fr
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Publication of EP2148009B1 publication Critical patent/EP2148009B1/fr
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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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements

Definitions

  • the invention relates to an impact damper arranged at roadway level in front of obstacles next to traffic lanes with a predetermined energy reduction capacity, with a head region, an end region and an intermediate region located therebetween.
  • the impact absorber is constructed as a protection device against obstacles in order to dampen an impact of an approaching vehicle and thus to keep damage away from the occupants of the vehicle. He also serves the protection of the object.
  • WO 02/086242 A1 From the WO 02/086242 A1 is a terminal for sideways arranged traffic routes restraint systems made of steel profiles, in which a crash cushion is placed on a lowering at the beginning of the restraint system.
  • the lowering has a protective barrier, which is embedded in its initial area in the ground, for example in the ground, and then ramps to the height of the restraint system, to which it connects.
  • damper tubes are arranged above the initial region of the lowering, which have a greater height than subsequent, arranged in the central region damper tubes, which in turn have a greater height than subsequent damper tubes arranged in the end region, wherein the respective heights are constant in the respective areas.
  • This arrangement includes substantially similar cylinders, with cylinders (22) in the center of the assembly having a lower energy dissipation capacity compared to the other cylinders in the front region.
  • the described arrangement of impact absorbers have the common feature that they are largely composed of the same elements. Further, their arrangement is such that either an increase in rigidity tends to take place in the direction of the assemblies, which always involves an increase in the energy dissipation capacity of a damper or the energy dissipation capacity remains constant.
  • ASI value the so-called ASI value
  • the ASI is a conventional index that provides insight into impact severity and possible injury to vehicle passengers due to impact. This value is obtained from the quadratic average of the delay for three directions (forward, sideways, up) and compared to guideline values that are considered safe.
  • the starting point for the invention were evaluations of crash tests, which showed that the highest values can be recognized in the last time segment of an ASI value representation. From this, for the first time, the knowledge was derived that at the end of the damping process, the energy absorption property of the then affected area is too pronounced in relation to the energy still present in a vehicle at that time.
  • the impact absorber according to the invention is "softer" towards the end, the circumstance of the lower kinetic energy in the vehicle at the end of the damping travel or the impact duration is taken into account. In this way, a significant reduction of the ASI value is possible, whereby the risk of injury to the occupants of a motor vehicle is reduced and thus a higher probability of survival is ensured.
  • the object of the present invention is to improve an impact absorber of the type mentioned in such a way that peak ASI values can be avoided, in particular at the end of the impact.
  • the object is achieved according to the invention in a generic impact absorber in that the energy reduction capacity in the end region of the impact absorber is lower than in the middle region, the energy reduction capacity of the impact absorber being lower at the beginning of the impact in the head region (9) than in the middle region (11), from the head region (FIG. 9) to Central region (11) towards increases, and in the central region (11) is substantially constant.
  • a crash cushion is an assembly which has at least three sub-areas, namely at least one head area after the impact head, at least one central area and at least one end portion. These at least three parts differ not only because of their local layout but also because of their characteristics.
  • the energy dissipation capacity of the end region is below that of the central region, wherein the energy dissipation capacity of the impact absorber at the beginning of the impact in the head region is lower than in the central region, increases from the head region to the central region, and in the central region is substantially constant, so that at the end of the impact process no ASI value peaks occur.
  • a portion of the crash cushion usually has multiple cells. These may be connected to each other by means of fasteners or may be in an enveloping shape, close to tight, loose or even with fastening means, stand together.
  • the individual different cells with their different energy dissipation capacities can be connected to one another from the impact head to the end region with fastening means to form a coherent unit. It is also possible to surround all areas with an enclosing guard rail arrangement, so as to ensure a cohesion.
  • the set height of the cells is usually less than the average clear height of the ground clearance of a car. This configuration ensures the optimum height for an impacting car.
  • the set height is ensured by means of so-called. Bacbau nun, which have on their ground facing the stand elements.
  • These stand elements which are also fastened directly to the cells, can be designed as rollers, rollers, wheel, sliding feet and / or rollers, rollers, wheels or sliding feet in guides. It is also possible to anchor the stand elements firmly, with predetermined breaking points can be provided. As a result, a possible deformation and movement of all sections are ensured in an impact, so that the overall construction can perform their task as possible.
  • All intermediate structural supports or all partial regions and / or the individual cells can have a jointly connecting holding device.
  • the holding device has the task of ensuring a good conductivity of the crash cushion when it is hit by the side of approaching vehicles. Furthermore, it can be ensured by means of the holding device that the damper arrangement does not yield, when a vehicle drives laterally into the structure, while still ensuring that the remaining cell properties remain unchanged. Even in the case of a head-on impact, it is not possible for the subsections to move out of the construction and thereby fail to fulfill their task as intended.
  • the impact damper has a support device, a so-called. Endabstützung, which is realized either by supporting struts, which are at a certain angle to the roadway, or a solid wall on.
  • FIG. 3 shows a first embodiment of a crash cushion (1) in a schematic side view in front of an end support (14).
  • the impact absorber consists of cells (20) arranged one after the other in series, also called damping elements, it being possible for several such rows to be provided parallel to one another. According to the traffic route guidance, a V-shaped arrangement of the cells with different opening angles can also be selected.
  • the impact damper 13 has double rows of cells (20) and a single cell (2) on the impact head. These cells are in the illustrated embodiment, cylindrical tubes and oriented so that their axis of symmetry are at right angles to the direction of the road. The individual cells are kept at a certain height, which is less than the average clear height of a car.
  • each partial region comprises at least one cell according to the invention, so that the smallest possible arrangement has three cells.
  • eleven cells are allocated to the head region (9), eight to the end region (10) and eight to the middle region (11), wherein a smaller or larger number of cells is also conceivable.
  • the cells according to the invention have a greater height in the middle region than in the end region. It is also larger than the cells in the head area. Because of this arrangement, it is possible to predetermine the energy dissipation capacity associated directly with the mold within the assembly and to purposefully reduce it to the central region (10).
  • Supporting elements (4) which can be attached to the end of a intermediate structural support (18) or to a cell (20), have standing elements (5), which can be designed in various ways.
  • the stand elements (5) have rollers, rollers, wheels or sliding feet. This ensures a mobility of the entire construction in all directions in the event of an impact, as a result of which the energy-dissipating capacity of all cells is utilized in the best possible way.
  • the stand elements are fixed with immovable anchoring in the ground, but then have predetermined breaking points. Also fixed to the ground guide rails for a controlled guiding of the stand elements in an impact are possible.
  • the overall construction may have as a lateral boundary at least one side plate assembly (6), which at the level of the cells and to the cells by means of fastening means such. As screws or welding are attached.
  • At least one ground anchor (7) for the at least one common holding device (8) can be seen at the end.
  • the cells (20) are held by the at least one common holding device (8) so that they can not escape in the event of an impact, which does not take place exactly in the direction of the axis of symmetry, and thus the predetermined energy reduction can take place in the desired manner.
  • Fig. 4a The arrangement of the cells, which are also formed here by cylindrical tubes, divided into three sub-areas, namely in a head portion (9), an end portion (10) and a central region (11).
  • the different thicknesses (d1, d2, d3) of the wall of the cylinder tubes are shown.
  • the thickness of the tube wall of the cylindrical cells in the central region (11) is greatest.
  • the cells In the end region (10), the cells have a thickness of the tube wall which is less than that of the cells of the middle region (11).
  • the pipe wall thickness of the end region does not have to fall back to a thickness of the head region, which is also lower than in the middle region, but may also have a different pipe wall thickness. However, this is always less than that of the cells of the middle region.
  • the thickness of the tube wall is a measure of the deformation behavior, the thickness corresponding to a desired energy dissipation capacity can be selected.
  • the wall thickness is one equivalent of the thickness of the tube wall. Consequently, it is conceivable for the wall thickness as well as for the thickness of the pipe wall that the wall thickness or the thickness d4 in Fig. 4b does not decrease over the entire circumference, but only decreases at a location relevant to the deformation process, so as to ensure weakening in relation to a preceding cell or damper ( Fig. 4b ).
  • a cell with a greater wall thickness or thickness of the tube wall has a greater energy removal capacity and thus requires more energy to deform, this can be outlined by a curve of the potential energy reduction capacity of the individual sections.
  • the diagram Fig. 4 clearly shows the peculiarity of the invention, namely a lower capacity in the end. According to the invention, the energy reduction capacity increases starting from the impact head or head region to the middle region.
  • the cylindrical cell has a heavier deformability in the direction of the road. In this way, it is possible to achieve an increase or a reduction of the energy reduction capacity only by rotation from two identical damping elements, which leads to a cost saving.
  • Fig. 5 shows a crash cushion similar construction as in Fig. 4 shown.
  • a rotated cell (12) with a smaller cross section is arranged so that it is parallel to the impact direction with its axis of symmetry.
  • the impact absorber can have a rectangular cell (13).
  • This can be z. B. then be required if a cell several steaming body such. B. foam in its interior should have.
  • an increase of the energy reduction capacity can also be achieved.
  • a square cell (13) with less capacity z. B. contain a few long elliptical elements, as in section AA (i) or with more energy reduction capacity several z.
  • B. contain long cylindrical elements as in section AA (ii), (iv) or (v).
  • a different spatial orientation of the elements in the interior is conceivable in order to achieve an increase or decrease of the energy reduction capacity with identical shape, as described above.
  • z. B a filling with a filler such.
  • foam increase the energy dissipation capacity (section AA (iii) and detail A (i) in the plan view a cylindrical cell).
  • Reinforcing internal structure elements (17) in the elements are also possible, such as Fig. 5 and detail B (ii).
  • different energy-dissipation capacities can also be achieved on the basis of varying reinforcing internal structure elements (details B (ii) and C (iii)), whereas the preferred embodiment or orientation of the internal structure elements is parallel to the impact direction.
  • part or all of the cell may comprise a material (section A-A (vi)) which converts the impact energy into the decay of its predetermined shape.
  • a material section A-A (vi) which converts the impact energy into the decay of its predetermined shape.
  • this element also finds its way into the explained energy reduction capacity structure.
  • varying power dissipation capacities can be realized in this way.
  • the structures described above are not limited to a cylindrical or angular outer shape, but other variants can be used and combined with each other. A combination of pipes and filler inside a cell is also possible.
  • An angular, cuboidal cell need not necessarily be as described above, so such an element can also completely comprise a special material which can absorb a certain amount of energy, which is converted into the decay of its structure.
  • Fig. 5 also shows reinforcing outer structure elements (19, 19 ') which, in addition to the contact line of adjacent cylindrical cells, provide a further possibility to transfer energy from one cell to the other.
  • These external structural elements consist of plates which are welded between two adjacent cells along opposite generatrices. These plates may have different thicknesses in the different areas.
  • An end support (14) supports the entire crash cushion and absorbs the forces introduced into the crash cushion in an impact.
  • Fig. 6 shows a further embodiment of the invention in a damper of the type according to Fig. 1 ,
  • container-shaped cells are filled.
  • Different filling heights or filling materials provide the different energy reduction capacities.
  • z. B. suitable filling material of any kind can be used.
  • Fig. 7 shows the use of the crash cushion according to the invention as a starting or final construction in a vehicle restraint system next to a traffic route.
  • vehicle restraint systems are arranged as a guard rail boundary next to the road.
  • vehicle restraint systems serve to divert stray vehicles from the road and to guide them back in the direction of travel on the road.
  • Such systems can be made both of steel structures but also of concrete.
  • the illustrated embodiment 1 shows a one-sided arrangement next to the road, the embodiment 2 shows an arrangement of such a vehicle restraint system between two opposite lanes.
  • Such vehicle restraint systems form at the beginning of their mission as well as at the end of each a dangerous obstacle. Therefore, such vehicle restraint systems are protected at the beginning and also at the end with so-called initial constructions or end constructions, which are also referred to as terminal.
  • the impact absorber construction according to the invention can also be used as such an initial construction in a corresponding construction.
  • symmetrically designed structures or so-called one-sided constructions can be used, in which only on the side facing the traffic route of the initial construction a protective device, ie a guard rail arrangement is provided, but not on the opposite side.
  • a protective device ie a guard rail arrangement is provided, but not on the opposite side.
  • Such a construction is schematically in the third embodiment of Fig. 7 played.
  • the invention is not limited in its execution to the above-mentioned preferred embodiments. Rather, a number of variants is conceivable, which makes use of the illustrated solution even with fundamentally different types of use. Thus, it is within the scope of the described invention to vary the energy removal capacity within the head, middle and end regions.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Vibration Dampers (AREA)

Claims (7)

  1. Amortisseur de choc aménagé sur niveau de la route à côté des voies de circulation avant obstacles ayant une capacité d'absorption d'énergie prédéterminée,
    avec une partie de tête (9) ayant une tête d'impact,
    une partie d'extrémité (10) et
    une partie intermédiaire centrale (11), caractérisé en ce que la capacité d'absorption d'énergie dans la région d'extrémité (10) de l'amortisseur de choc est plus petit que dans la partie centrale (11), dans lequel
    la capacité d'absorption d'énergie de l'amortisseur de choc dans la région de tête (9) disposé derrière la tête d'impact est plus faible que dans la région centrale (11), augmente en direction de la partie de tête (9) vers la zone centrale (11), et est sensiblement constante dans la région centrale (11).
  2. Amortisseur de choc selon la revendication 1, comprennent des cellules déformables et capable pour la conversation d'énergie (20) arrangées successivement en série, qui partiellement ayant une capacité d'absorption d'énergie différente entre eux, et
    au moins l'une des cellules arrangées successivement a une capacité d'absorption d'énergie dans la région d'extrémité plus petit qu'au moins une cellule dans la région centrale (11), caractérisé en ce qu'au moins l'une des cellules est formée comme un cylindre tubulaire, et l'épaisseur de la paroi du tube fournit la capacité d'absorption d'énergie du au moins une cellule,
  3. Amortisseur de choc selon au moins l'une des revendications précédentes, avec un matériau absorbant d'énergie à l'intérieur des cellules, caractérisé en ce qu'au moins l'une des cellules est au moins partiellement rempli avec un matériau absorbant d'énergie.
  4. Amortisseur de choc selon une revendication précédente, dans lequel une cellule rectangulaire ou cylindrique est orientée avec son axe perpendiculaire au sol, caractérisé en ce que les cellules arrangées successivement ayant de différentes hauteurs de remplissage, qui déterminent la capacité d'absorption d'énergie de la cellule.
  5. Amortisseur de choc selon au moins l'une des revendications précédentes, dans lequel au moins l'une des cellules a au moins un élément de renfort structurel interne (17) à l'intérieur, caractérisé en ce que la capacité d'absorption d'énergie des cellules arrangées successivement est affecté par le au moins un élément structurel de renforcement intérieure.
  6. Amortisseur de choc selon au moins l'une des revendications précédentes, dans lequel au moins une des cellules a un matériau absorbant d'énergie qui convertit l'énergie absorbée dans la décroissance de sa structure, caractérisé en ce que les cellules arrangées successivement comprennent au moins un matériau ayant une faible capacité d'absorption d'énergie.
  7. Amortisseur de choc selon au moins l'une des revendications précédentes, dans lequel des éléments de renfort structurel externe (19) accorder une possibilité supplémentaire de formation d'une capacité d'absorption d'énergie à l'extérieur d'une cellule (20), caractérisé en ce que les cellules arrangées successivement possèdent au moins un élément de structure externe (19) qui est équipée d'une capacité d'absorption d'énergie qui est inférieure, ou supérieure, ou entre la capacité d'absorption d'énergie de deux cellules attachées une derrière l'autre dans la direction de choc (20).
EP09165767.6A 2008-07-25 2009-07-17 Amortisseur de choc sur voies de circulation Active EP2148009B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09165767T PL2148009T3 (pl) 2008-07-25 2009-07-17 Pochłaniacz energii uderzenia na drogach komunikacyjnych

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008034980A DE102008034980A1 (de) 2008-07-25 2008-07-25 Anpralldämpfer an Verkehrswegen

Publications (3)

Publication Number Publication Date
EP2148009A2 EP2148009A2 (fr) 2010-01-27
EP2148009A3 EP2148009A3 (fr) 2013-09-11
EP2148009B1 true EP2148009B1 (fr) 2016-03-30

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EP09165767.6A Active EP2148009B1 (fr) 2008-07-25 2009-07-17 Amortisseur de choc sur voies de circulation

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EP (1) EP2148009B1 (fr)
DE (1) DE102008034980A1 (fr)
PL (1) PL2148009T3 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1399748B1 (it) * 2010-04-28 2013-05-03 Autostrade Per L Italia S P A Dispositivo di sicurezza stradale attenuatore di urti.
DE102012110413B4 (de) * 2012-10-31 2014-12-18 Jan Bockay Aufprallschutz
DE202016100252U1 (de) 2016-01-20 2016-02-24 Sps Schutzplanken Gmbh Schutzeinrichtung
CN112127297A (zh) * 2020-09-28 2020-12-25 王海维 防撞防越界圆柱万向球体墙
CN113699939B (zh) * 2021-10-08 2022-10-25 广州北环智能交通科技有限公司 一种桥墩frp套箱防撞结构
CN114687309A (zh) * 2022-04-08 2022-07-01 中南大学 一种防撞垫

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU454461B2 (en) * 1970-12-21 1974-10-14 Energy Absorption Systems Inc. Highway safety devices
US6427983B1 (en) * 2000-10-12 2002-08-06 Energy Absorption Systems, Inc. Self-restoring highway crash attenuator
DE10120076B4 (de) * 2001-04-24 2014-07-03 Sps Schutzplanken Gmbh Terminal für seitlich an Verkehrswegen oder Fahrbahnen angeordnete Rückhaltesysteme aus Stahlprofilen
DE202005006224U1 (de) * 2005-04-18 2006-03-02 Sps Schutzplanken Gmbh Anpralldämpfer zum Einsatz vor Hindernissen an Verkehrswegen

Also Published As

Publication number Publication date
PL2148009T3 (pl) 2016-08-31
DE102008034980A1 (de) 2010-02-04
EP2148009A3 (fr) 2013-09-11
EP2148009A2 (fr) 2010-01-27

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