EP2159327A2 - Protection anti-encastrement pour un agencement de glissière de sécurité - Google Patents

Protection anti-encastrement pour un agencement de glissière de sécurité Download PDF

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Publication number
EP2159327A2
EP2159327A2 EP09010936A EP09010936A EP2159327A2 EP 2159327 A2 EP2159327 A2 EP 2159327A2 EP 09010936 A EP09010936 A EP 09010936A EP 09010936 A EP09010936 A EP 09010936A EP 2159327 A2 EP2159327 A2 EP 2159327A2
Authority
EP
European Patent Office
Prior art keywords
hollow body
guard rail
protection according
underride protection
clamping device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09010936A
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German (de)
English (en)
Other versions
EP2159327A3 (fr
Inventor
Vanessa Volkmann
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.)
Volkmann and Rossbach GmbH and Co KG
Original Assignee
Volkmann and Rossbach GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkmann and Rossbach GmbH and Co KG filed Critical Volkmann and Rossbach GmbH and Co KG
Publication of EP2159327A2 publication Critical patent/EP2159327A2/fr
Publication of EP2159327A3 publication Critical patent/EP2159327A3/fr
Withdrawn legal-status Critical Current

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Classifications

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

Definitions

  • the present invention relates to an underrun protection for a guard rail assembly for limiting and securing lanes and a guard rail assembly with an underrun protection for this purpose.
  • guard rail assemblies For limiting and securing lanes are attached to the side of these guard rail assemblies.
  • these are composed, as is known from the prior art, of a horizontally extending protective barrier strand and this supporting profile post, which are anchored vertically in the ground.
  • a first measure is to reduce the danger posed by the profile posts.
  • the design of newer profile posts has been modified so that they no longer have any sharp edges which pose a high risk of injury due to their material- and form-aggressive training.
  • An example of this is the so-called sigma post (based on its sigma-shaped cross section), which already represents an improvement over the previously used I-profile post due to its cross-sectionally round edges and its deformability.
  • tests have shown that improved with this Profile post not yet the future Europe-wide required maximum values for possible head injuries, etc. can be achieved.
  • Another approach of the prior art is to coat the profile post with foam elements so as to mitigate the consequences of an impact for cyclists.
  • the foam is not weather resistant, resulting in a limited life of a maximum of 5 years.
  • the foam elements can often be mechanically damaged, for example by animals such as rodents, or by bar mowers or snow removers, resulting in a shorter life.
  • the sheathing of the profile posts with foam elements is relatively expensive, since they must be renewed at regular intervals.
  • the effectiveness of these foam elements decreases relative to an increasing impact speed and that they can be effectively used only in the range of an impact speed of up to a maximum of 50 to 60 km / h.
  • Another measure is to provide a so-called underrun protection, i. an arrangement which is arranged below the protective barrier strands and thus at least partially covers the space between the floor and the protective barrier strip. In this way, it can be prevented that a crashed motorcyclist can slip under the guard rail through and get caught or seriously injured by impact with a secondary obstacle.
  • a variant of a known underride protection for protective barrier arrangements comprises a scraper profile arranged below the guardrail, which is formed in cross-section substantially U-shaped and is connected via a resilient mounting with the post.
  • the underrun protection plate can be deformed more strongly between the profile posts than in the region of the profile post, so that at this point again a bulge may occur, which increases the risk of injury to a colliding and sliding two-wheeler.
  • the underrun protection deforming guard rail which runs above the underrun protection, a risk of injury to the bouncing cyclist is.
  • Another guard rail arrangement is from the document EP 1 184 515 A1 known, which comprises an underrun protection plate, which is seen in cross section with a free end mounted on the overlying guard rail. The other free end is not attached. In this way, the free, unattached end of the underrun protection plate can be pivoted over the fixed end in the event of an impact and yield in the direction of the post, whereby a large part of the impact energy is absorbed.
  • a deformation does not take place or only slightly. This reduces the risk of injury to the posts for a fallen cyclist.
  • this system requires a relatively large space, ie a large distance between the post and the guard rail struts or the underrun protection.
  • the system “Railplast” was presented, which is made entirely of plastic.
  • an underrun protection is installed on an existing guard rail below the guard rail, which also completely surrounds the profile posts.
  • the system includes three types of elements that are attached to the existing guard rail assembly by connectors.
  • two-shell fasteners are provided which engage around the profile post from the back and from the front and can be connected by tubes with one-piece strand elements. Due to the two-part post fasteners, it is not necessary to disassemble the existing protective barrier to retrofit the underrun protection.
  • the invention has for its object to provide an underrun protection of the type mentioned, on the one hand is easy to assemble and disassemble and on the other hand in all possible areas of the associated guard rail arrangement provides adequate protection for cyclists as well as drivers of a passenger car.
  • a underrun protection for a guard rail assembly of the type described which comprises at least one along a longitudinal axis extending hollow body and a clamping device, wherein the clamping device is adapted to connect the at least one hollow body with the guard rail assembly by clamping and wherein the Clamping connection of the at least one hollow body with the guard rail assembly under impact-like external action is solvable.
  • the hollow body extending along the longitudinal axis offers the advantage of being able to absorb a large part of the impact energy or impact energy in the case of a colliding vehicle or two-wheeled driver as a result of its deformation. Furthermore, an impacting vehicle and / or an impacting cyclist may slide along the underride guard and will not be repelled into the traffic, as in arrangements known from the prior art.
  • the underrun protection (as its name implies) serves to avoid driving under the guard rail and the associated risks for cyclists, such as a collision with a secondary obstacle.
  • the hollow body is connected to the guard rail assembly by clamping, it can also be ensured that in the case of an impacting vehicle, the hollow body is released from the guard rail assembly. In this way it is avoided that a guard rail arrangement with underride protection for a colliding passenger vehicle acts like a ramp, as is the case in systems known from the prior art. While the profile post can be bent backwards in the event of an impact by a vehicle, the hollow body separates from the guard rail assembly and is further deformed by the vehicle and pressed towards the ground. This can be effectively prevented that the vehicle uses the underrun protection in the form of the hollow body as a ramp and rises.
  • the at least one hollow body when it is connected to the guard rail arrangement, viewed in cross-section has a vertical extension which is greater than its horizontal cross-section considered in the cross section.
  • the vertical extent of the hollow body designates its height in its mounted state, while its width is designated by the horizontal extent.
  • Such a hollow body cross-section is particularly advantageous because it covers on the one hand a sufficient part of the distance between the protective barrier of the guard rail assembly and the ground to prevent slippage of a fallen cyclist. On the other hand, however, not too much space in the horizontal direction is claimed by such a high body.
  • such a hollow body acts in an impact situation as an energy absorber by collapsing under the impact energy.
  • the at least one hollow body has a substantially oval cross-section.
  • a cross-section has the advantage of having no corners or edges, which is known from practice, bring a particularly high risk of injury.
  • alternative cross sections are also conceivable.
  • the at least one hollow body may have a substantially polygonal cross-section. The most varied designs are possible, such as a rectangle or the like.
  • uniform polygonal cross sections as well as uneven polygonal cross sections are also conceivable, as well as cross sections with 6, 7 or more corners. Due to the shape of the cross section, in particular the deformation can be predetermined under the action of external forces.
  • the hollow body may be selectively deformed in the area of the cross-sectional taper in a hexagonal-shaped cross-section in which two opposite corners represent a cross-sectional taper (such as, for example, two opposing sigmas).
  • the corners of the polygonal cross-section may be rounded.
  • the hollow body is made of a material helically wound around the longitudinal axis of the hollow body.
  • this material in a non-wound state may have both a round cross section, as is the case with a rope or wire, as well as a rectangular cross section, as is the case with a flat part.
  • different Mechanisms ensure the dimensional stability of the hollow body in the wound state.
  • the cylindrical hollow body is made of a metallic material.
  • the wound hollow body remains, if it is made by winding the material, for example due to the plastic deformation of the metallic material in its shape.
  • the hollow body of a plastic or composite material, i. a glass fiber composite, carbon fiber reinforced plastic (CFRP) or the like. If the hollow body is produced by winding, for example, the fiber layers, the supplied resin, after it has hardened, makes it possible for the hollow body to remain in its shape achieved by the helical winding. Other methods and shape-stabilizing measures are also conceivable.
  • the hollow body has a smaller outer circumference in the direction of the longitudinal axis at a first end than at its second end and that the outer circumference of the first end substantially corresponds to the inner circumference of the second end.
  • several hollow bodies can be plugged together in the direction of the longitudinal axis.
  • These can additionally be secured by means of releasable connecting means, such as, for example, screws, bolts, plastic plugs, etc.
  • the outer circumference and optionally the inner circumference of the hollow body at its first end can be reduced by leaps and bounds, for example in the form of a shoulder, or continuously, so that the hollow body tapers continuously in sections or over its entire length.
  • the cohesion of the individual nested hollow bodies can be created by the resulting surface pressure between the inner circumference of the second end of a hollow body and the outer periphery of the first end of a hollow body connected thereto.
  • the assembly of the hollow body can be significantly simplified.
  • the clamping device is attached to the guard rail assembly and clamps the hollow body.
  • the attachment of the clamping device to the guard rail assembly for example by means of releasable fasteners, such as screws or the like, take place.
  • the clamping device can also be integrally formed with parts of the guard rail assembly, such as the profile post.
  • the clamping device is attached to the hollow body or is integrally formed on this and parts of the guard rail assembly, such as the profile posts, clamps. The latter may be particularly advantageous if, depending on the manufacturing method and the material of the hollow body, a one-piece design of the clamping device with the hollow body is easy to produce.
  • the clamping device comprises two separate clamping elements, which are designed to clamp the hollow body between them. This is particularly advantageous because only the distance between the two clamping elements must be varied in order to clamp hollow body of different cross-section or diameter between them. This reduces the variety of parts and thus the associated manufacturing, storage and installation costs.
  • this is designed as a one-piece device which has two resilient clamping arms. Between the two resilient clamping arms then the hollow body can be connected by clamping with the guard rail assembly.
  • the clamping device is made of metal.
  • the clamping device may also be made of another material, such as plastic.
  • the clamping device may advantageously have a predetermined breaking point, which breaks under the impact-like external action. This is particularly advantageous if it is to be ensured that the hollow body releases from the protective barrier arrangement in the event of impact-like external influences which are above a predefined threshold value.
  • the break point can be defined at a location that does not entail additional risk of injury to the impacting cyclist.
  • the clamping device may be at least partially resilient, wherein the resilient portions of the clamping device yield under a shock-like external action, which is above a predefined threshold, and so release the clamping.
  • the at least partially formed compliance of the clamping device also serves to reduce the risk of injury to a bouncing on this two-wheeler.
  • the predefined threshold may preferably be selected such that the clamp will withstand a bicyclist hitting the profile post, but will be released by an impacting vehicle.
  • it may be considered useful to choose a higher threshold so that the clamp will withstand a vehicle impacting the profile post, or to choose a lower threshold so that the clamp can also be released by a bouncing cyclist.
  • the hollow body has a hollow body structure with a plurality (in the assembled state of the hollow body) in the horizontal direction, i. parallel to the road surface, arranged hollow bodies.
  • the individual hollow bodies arranged in the horizontal direction can be arranged directly adjacent to one another or at a distance from one another.
  • the hollow body is at least partially filled with an energy-absorbing material, such as foam or the like.
  • an energy-absorbing material such as foam or the like.
  • the energy-absorbing properties of the hollow body can be further improved. It would be e.g. conceivable, in particular in the region of the profile post to provide a material filling of the hollow body in order to reliably secure these sensitive areas.
  • Another advantage of this embodiment of a hollow body with (at least in sections) energy-absorbing filling material is that it is not exposed to the like known from the prior art foam elements of weather or mechanical action, but is protected by the surrounding hollow body, which is its life significantly increased.
  • the invention further relates to a guard rail assembly for limiting and securing a roadway comprising at least one substantially horizontally extending guard rail, at least two profile rail holding the guard rail at a distance to the ground and at least one underrun guard with the above features.
  • the at least one underrun protection is arranged on a side of the profile posts of a guard rail arrangement that faces the roadway in the region of the distance between the floor and the at least one protective barrier rail.
  • underrun protection By such an arrangement of the underrun protection can be ensured that on the one hand slipping under the horizontally extending protective barrier of the guard rail arrangement is prevented, on the other hand, however, that a cyclist bounces directly against one of the profile posts.
  • the deformable underrun protection in the form of a hollow body, and attached to the guard rail assembly, which can absorb a large part of the impact or impact energy by its deformation.
  • the protective barrier strand comprises a plurality of protective barrier elements which can be connected to one another and that the underrun protection has a plurality of hollow bodies which can be connected to one another along their longitudinal axis. This allows easy transport and easy handling of the protective barrier, which must be mounted on site to an often several kilometers long arrangement. Due to the fact that the individual hollow bodies can be connected to one another along their longitudinal axis, complete underrun protection along the entire guard rail arrangement is ensured.
  • the hollow bodies can be connected to one another by nesting along their longitudinal axis.
  • fasteners such as screws or rivets can be used, which are introduced by corresponding openings in the overlap region of the two hollow body in this and connect them.
  • the hollow body can be fixed to one another in their position by a securing device.
  • the ends of the hollow body to be joined together have a substantially same inner and outer diameter and are "abutting" (ie with abutting end and end surfaces) together.
  • a pipe clamp or a similar securing device surrounds the two hollow bodies on the butt seam. Due to the acting surface pressure between the pipe clamp and the encompassed sections of the hollow body to be connected, these can be joined together in a known manner get connected. An additional safeguard by means of screws, which connect the respective hollow body with the clamp, is also possible.
  • a guard rail assembly according to the invention is shown, which is generally designated by the reference numeral 10.
  • further embodiments are shown, which, if they denote the same elements are provided with the same reference numerals. However, these are preceded by the numerals "1" (for the second embodiment), "2" (for the third embodiment) and "3" (for the fourth embodiment).
  • the guard rail assembly 10 includes at least two profile posts 12, of which a single in Fig. 1 is shown. Furthermore, the guard rail assembly 10 a protective barrier 14, which is fastened with a fastening means 16 in the form of a screw or the like releasably attached to the profile post 12. At the guard rail assembly 10, an underrun protection according to the invention is also arranged.
  • the profile post 12 is anchored in the ground 20.
  • the attached to the profile post 12 guard rail 14 has a defined distance a to the bottom 20.
  • the underrun protection according to the invention is arranged in order to prevent it from slipping under the protective barrier strand 14 of a fallen cyclist.
  • the underrun protection comprises a hollow body 18, which may have different shapes when viewed in cross section.
  • the cross-section of the hollow body 18 in its vertical extension, the height h longer than in its horizontal extension, the width b (see. Fig. 7 ). It follows that a large part of the distance a is filled by the underrun protection or the hollow body 18 of the underrun protection.
  • the horizontal extent of the hollow body 18 in its cross section is substantially dimensioned such that it can deform in the event of an impact by absorbing a large part of the impact or impact energy of an impacting body (two-wheeled driver).
  • Fig. 1-2c all shown examples all have a contact surface A, which is formed essentially flat and without edges. In this way, the risk of injury of an impacting cyclist is minimized. Furthermore, in the embodiments shown, the corners (see FIG. Fig. 2a and 2b ) of the cross section of the hollow body 18 rounded to avoid that an impacting cyclist can injure them.
  • Fig. 2b In particular, an embodiment is shown in which a plurality of hollow bodies 318 'and 318 "in their assembled state are arranged adjacent in the horizontal direction and thereby form a hollow body structure 318.
  • Such an embodiment is particularly suitable for those sections of a road on which a high Impingement speed of the fallen two-wheeler driver is to be expected, since the hollow body structure 318 has a relation to the simple embodiment 18 improved deformation behavior Fig. 2c a greater proportion of the impact or impact energy shown by deformation of the hollow body structure 318 are recorded.
  • Fig. 3, 4a and 4b also show how the hollow body 218 is attached to the profile post 212.
  • a clamping device 222 is provided which has two clamping elements 224.
  • Each of the clamping members 224 includes a clamping arm 226 and a mounting surface 228.
  • the mounting surface 228 has, as in Fig. 4b shown, two elongated holes 230, which are provided for receiving respective fastening elements (not shown).
  • fastening elements for example, fastening screws or the like can be used, which connect the clamping device 222 with the profile post 212 of the guard rail assembly 210.
  • the hollow body 218 can be received and secured by the clamping action of the clamping elements 224 on the profile post 212.
  • the clamping arms 226 are at least partially resilient, so that in the event of an impulse from outside impulse (for example, by an impacting vehicle), the clamping of the hollow body 218 can be lifted by the clamping device 222.
  • at least one predetermined breaking point (not shown) is arranged on the clamping device 222, which breaks in the event of a shock-like action from the outside and in this way cancels the clamping effect.
  • the advantage of a predetermined breaking point is that the break point can already be defined in advance in such a way that an impacting cyclist will not be injured.
  • resilient portions of the clamping device 222 also reduce the risk of injury from the clamping device 222.
  • the illustrated clamping device 222 may be made of metal, but alternatively it is also conceivable to produce it from plastic or the like. Instead of elongated holes 230 and simple holes can be provided on the clamping elements 224.
  • a securing device 32 is shown in a plan view and a sectional view, by means of which two hollow bodies 18 can be connected to each other. Holes 34 are provided on the securing device 32 into which connection elements, such as screws or rivets, can be introduced for securing the connection of the two hollow bodies 18, which connect the hollow bodies 18 with the securing device 32 and thus with one another in a known manner.
  • the inner circumference of the hollow body 18 is in the in Fig. 5 shown embodiment shown by dashed lines.
  • Fig. 7 shows the last hollow body 18 in a perspective view, in which the helical winding structure is visible.
  • the hollow body 18 extends over a length I and has in its cross section a height h (in the assembled state, the vertical extent) and a width b (in the assembled state, the horizontal extent) on.
  • the substantially cylindrical shape of the hollow body 18 has a central longitudinal axis L, around which the winding of the hollow body takes place.
  • the body is produced by helical winding of a flat-rolled material, such as a metallic sheet, but alternatively, a winding of thick wire or rope-like material is conceivable.
  • the hollow body 18 may deform sufficiently to absorb much of the impact energy. Furthermore, due to its dimensions, the hollow body 18 constitutes an underrun protection, which prevents an impacting cyclist from sliding underneath the guard rail arrangement 10 on which the hollow body 18 is mounted.
  • the hollow body 18 is solved quickly and reliably by a shock-like external action, for example, when a motor vehicle impacts, so that a "tilting" of the entire guard rail assembly is prevented. Instead, only the profile posts 12 "tilt” while the underrun protection in the form of the hollow body 18 is further deformed by the vehicle and pressed ("flat rolled") towards the ground.
  • the guard rail assembly 10, in particular the underrun protection in the form of the hollow body 18 thus acts for a colliding motor vehicle, such as a passenger car, not as a ramp, whereby the risk of an increase of the motor vehicle is eliminated.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
EP09010936.4A 2008-09-02 2009-08-26 Protection anti-encastrement pour un agencement de glissière de sécurité Withdrawn EP2159327A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008045363 2008-09-02

Publications (2)

Publication Number Publication Date
EP2159327A2 true EP2159327A2 (fr) 2010-03-03
EP2159327A3 EP2159327A3 (fr) 2014-01-08

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Family Applications (1)

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EP09010936.4A Withdrawn EP2159327A3 (fr) 2008-09-02 2009-08-26 Protection anti-encastrement pour un agencement de glissière de sécurité

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170081815A1 (en) * 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1103370A (en) * 1966-12-08 1968-02-14 High Duty Alloys Ltd Improvements in or relating to methods of making posts, posts made thereby, and barriers employing such posts
FR2749598A1 (fr) * 1996-06-11 1997-12-12 Bireau Didier Bandeaux creux contenant les dechets de pneus usages et servant de 2e rail de securite sur voies routieres
WO1998042918A1 (fr) * 1997-03-26 1998-10-01 Blue Systems Ab Barriere de securite
EP1640504A1 (fr) * 2004-09-27 2006-03-29 Volkmann & Rossbach GmbH & Co. KG Disposition de barrière routière
GB2419623A (en) * 2004-10-27 2006-05-03 Varley & Gulliver Ltd Parapet upright

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1103370A (en) * 1966-12-08 1968-02-14 High Duty Alloys Ltd Improvements in or relating to methods of making posts, posts made thereby, and barriers employing such posts
FR2749598A1 (fr) * 1996-06-11 1997-12-12 Bireau Didier Bandeaux creux contenant les dechets de pneus usages et servant de 2e rail de securite sur voies routieres
WO1998042918A1 (fr) * 1997-03-26 1998-10-01 Blue Systems Ab Barriere de securite
EP1640504A1 (fr) * 2004-09-27 2006-03-29 Volkmann & Rossbach GmbH & Co. KG Disposition de barrière routière
GB2419623A (en) * 2004-10-27 2006-05-03 Varley & Gulliver Ltd Parapet upright

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170081815A1 (en) * 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals
US10597834B2 (en) * 2015-09-18 2020-03-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals

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