EP2218826A2 - Guide rail - Google Patents

Abstract

The rail has a safety element (3) consisting of an elongated profile, a standing pole (4) and a fastening element (18). The fastening element connects the guide element with the standing pole. The fastening element is designed as a deformation element (40) and possesses approximately rhomboidal cross-section when viewed in a side view. The deformation element comprises a C-shaped profile element, where an angular reinforcing element is arranged in an edge region of the deformation element.

Description

The invention relates to a guide rail for arrangement on a roadway, comprising at least one guide element of a longitudinal profile, at least one post and at least one fastening element for connecting the guide element to the post, and further a protective device for arrangement on a roadway, comprising a plurality of guide rails.

Today commonly used guard rails are usually made of steel, in the event of an accident, the at least partially reduce the energy released in the impact of a car or truck in the form of deformation work. When impact occurs, however, because of the special nature of the design of the guide rails to increased loads on the occupants of cars.

It is an object of the present invention to provide an improved guide rail or an improved protection device.

This object of the invention is achieved in that in the aforementioned guide rail, the fastening element is designed as a deformation element and, viewed in side view, at least approximately rhomboidal cross-section or by the protective device according to the invention comprising a plurality of these guide rails.

Due to the rhomboidal cross-section of the deformation element, it can be fastened to the upright in such a way that the front side, that side which faces the guide element, is arranged partially higher than the back, which is fastened to the upright. This makes it possible that in the event of a collision of a car, the resulting energy is not only partially degraded in the form of deformation work of the guide element, but the guide rail itself, ie the guide element can move up and possibly back, bringing with additional energy is consumed. At higher energies, it is also possible that the stayer can dodge to the rear. This allows the entire system to absorb higher energies, which means that a higher level of collision safety can be achieved. In addition, the deformation element may possibly reduce energy by its own deformation. On the other hand, it becomes possible that the energy occurring is mainly used in the deformation of the deformation element or for the displacement of the stirrup and thus the entire guide rail to the rear and / or above, with so much energy can be reduced that at least approximately no deformation of the guide element takes place and thus in turn a better Protection against impact can be achieved in comparison to currently used guardrails. This also has the advantage that in the event of an impact, only the uprights newly set up and possibly the deformation element must be replaced, but the guide element can still be used, so that repair work can be carried out more cost-effectively. By forming the deformation element with rhomboidal cross-section can also be achieved that on the one hand at the same height of the guide rail as the uprights can be made shorter, so again a material saving and thus a corresponding cost reduction is possible, on the other hand, it is also possible, the guide higher, so that even in the event of a collision of a truck better protection is given.

According to one embodiment, it is provided that the deformation element is formed from an approximately C-shaped profile element, i. so that an open rhomboidal cross section is achieved. It is thus possible to produce this deformation element inexpensively from a metal strip by appropriate deformation to the rhomboidal cross-section. In addition, it can be used to influence the deformation behavior.

In order to be able to absorb higher energies, it is advantageous if at least one, in particular angle-shaped, stiffening element is arranged in at least one corner region of the deformation element.

The deformation element can be screwed to the upright and / or the guide element by means of screws, wherein at least some of the screws form a predetermined breaking point, so are designed only for a maximum load, which can be achieved that the guide element per se of a lower deformation in the event of an impact subject to and thus a better protective function can be achieved.

Preferably, the at least one post is formed by an at least approximately C-shaped profile element. In this case, the open area of the profile element can be arranged on the rear side, ie away from the roadway. However, it is preferred to open the area of Align profile element in the direction of the road, so for example in the direction of travel. It is achieved by this design of the profile element not only a more cost-effective production of these pillars, but also a simplified installation of the system can be achieved. In addition, the alignment of the open area in the direction of the roadway, a higher resistance moment is achieved in bending to the rear.

According to another embodiment of the guide rail is provided that the guide element is formed at least over a height of 60% of its total height with an at least approximately flat surface. In comparison to existing systems, less material is thus used to produce this guide element, so that it is cheaper to produce. In addition, this flat area can also be used for other purposes, for example for the arrangement of reflective coatings, traffic control systems or even for the arrangement of information or advertising space. Due to the design of the guide element with the flat surface, which extends over a large part of the height of this guide element, it is also achieved that this guide element is easier to bend, so that curve radii can be reshaped more easily in comparison to existing guide rail systems.

But it is also possible that a band-shaped damping element is arranged on this flat surface, which may for example be made of an elastomer, in particular of recycled materials, such as granules of scrap tires, etc. By this damping element additional energy from the impact can be absorbed and reduced, so that the guide rail can fulfill a better protective function. This damping element can thus serve on the one hand for better protection of the occupants of the motor vehicle or the body of the motor vehicle itself. In addition, it is possible that the damping element is equipped in a variety of colors, in order to increase the attention of the road users. For this purpose, it is also possible to produce the damping element with different degrees of reflection or to install films or colors on the damping element in order to obtain these different degrees of reflection. For example, corresponding glass beads may be incorporated in the damping element or the film or the paint.

It may further be provided that below the guide element, an underride guard is arranged, which comprises a damping band and a support element for the damping band. On the one hand it is achieved that, for example, in motorcycle accidents accident motorcyclists can not slip under the guardrail, on the other hand, thus better protection of the guard rail is achieved if in the event of an impact, the guide element due to the deformation of the deformation element or the system after evades behind or upwards, since in this case, the underrun protection can also dodge upwards and thus in turn can be prevented that accident vehicles can slip under the guide rail. Due to the structure with the damping band and support element on the one hand better protection as in the band-shaped damping element on the guide element itself is achieved, on the other hand can be saved by this structure material, in particular metal, whereby this is cheaper to produce.

The support element of this underrun protection is preferably connected to a connecting element with the post, which has a plan view at least approximately U-shaped, z-shaped or L-shaped cross-section. Again, a more cost-effective production of this connection element can be achieved.

In a preferred embodiment, the arranged between the two legs base of the connecting element is formed with the U-shaped cross section with a side view of tapering, in particular at least approximately trapezoidal, cross-section. Preferably, the base tapers backwards, ie in the direction away from the roadway. By choosing this tapered connecting element, a substantially directed force flow or an introduction of force to the connection points, in particular clamping connections, is achieved and thus a progressively plastic deformation is made possible. This allows an increasing absorption capacity with increasing load. This taper is also possible in the embodiment of the connecting element with z-shaped or L-shaped cross section in plan view, in which case the taper in the z-shaped cross section in the middle part and the L-shaped cross section is arranged on the perpendicular to the support member aligned legs ,

Preferably, the support element is also connected to the guide element, whereby a better bond in the overall system is achieved and thus the protective effect can be improved.

According to one embodiment variant, the connecting element is connected to the rear side of the post facing away from the roadway, in particular via a clamping connection. It is advantageous that, in cooperation with the uprights from the at least approximately C-shaped profile element, which faces away from the roadway, is open, the connection of the support member with the post can be done easily, the assembly by simple height adjustment via the clamp connection, without corresponding holes for screws, etc. would have to be available, can take place. This arrangement allows for more efficient on-site work, as well as better accessibility and easy height adjustment.

It is according to another embodiment, in which the open area of the c-shaped profile element is aligned for the uprights in the direction of the road, that the connecting element on one of the legs of this profile element, for example, that leg, which faces the road surface, is attached.

Finally, it is advantageous if the support element consists of a folded along the longitudinal edges of the sheet metal element, since this support element a higher inherent rigidity can be imparted, so that for this support a sheet metal with very low wall thickness, for example, 1.5mm, can be used. In particular, a steel sheet is used, which is also used in the auto industry. This is mainly because in the automotive industry such sheets are available as waste products or residual sheets or residual products and thus can be obtained inexpensively. In addition, the fold of the support element provides better protection against destruction or damage in winter with respect to snow plows.

For a better understanding of the invention, this will be explained in more detail with reference to the following figures.

Fig. 1

eine Schutzvorrichtung in Ansicht von hinten;

Fig. 2

ein Leitelement in Ansicht von vorne;

Fig. 3

das Leitelement nach Fig. 2 in Seitenansicht;

Fig. 4

ein Deformationselement in Seitenansicht;

Fig. 5

das Deformationselement nach Fig. 4 in Schrägansicht;

Fig. 6

einen Steher in Schrägansicht von hinten;

Fig. 7

eine Ausführungsvariante der Erfindung in Seitenansicht;

Fig. 8

eine weitere Ausführungsvariante der Erfindung in Ansicht von hinten mit ange- brachtem Unterfahrschutz;

Fig. 9

die Ausführungsvariante nach Fig. 8 in Seitenansicht;

Fig. 10

eine Ausführungsvariante eines Verbindungselementes;

Fig. 11

eine andere Ausführungsvariante eines Verbindungselementes.

In each case, in a highly schematically simplified representation:

Fig. 1

a protective device in view from behind;

Fig. 2

a guide element in front view;

Fig. 3

the guide element Fig. 2 in side view;

Fig. 4

a deformation element in side view;

Fig. 5

the deformation element after Fig. 4 in an oblique view;

Fig. 6

a post in an oblique view from behind;

Fig. 7

an embodiment of the invention in side view;

Fig. 8

a further embodiment of the invention in rear view with attached underride guard;

Fig. 9

the embodiment according to Fig. 8 in side view;

Fig. 10

an embodiment of a connecting element;

Fig. 11

another embodiment of a connecting element.

In the described embodiments, like parts are given the same reference numerals, and the disclosures contained throughout the specification can be applied to like parts with like reference numerals. Furthermore, the location information chosen in the description, such as top, bottom, side, etc., related to the immediately described and illustrated figure and are mutatis mutandis transferred to the new situation in a change in position.

In Fig. 1 is a section of a protective device 1 in view from behind, ie in view towards a roadway, not shown, shown. This protective device 1 is used for arrangement on a roadway and comprises a plurality of guide rails 2. It is preferred the guide rails 2, in particular guide elements 3 of the guide rails 2, connected to each other, wherein the connection by overlapping the individual guide elements 3 in the end regions, as in Fig. 1 is shown, and then screwing done, the screw can also be done with arranged in the direction of the roadway from behind the guide elements 3 Stehern 4. But it is also possible to connect these guide elements 3 by other connection techniques with each other, for example by welding, etc.

The FIGS. 2 and 3 each show a guide element 3 in front view or in side view. This guide element 3 is formed from a longitudinal profile, wherein this longitudinal profile is preferably made by folding from a lower and an upper side region 5, 6 along longitudinal edges 7, 8 of a flat sheet, but also the possibility exists, this guide element 3 produce differently, For example, by extrusion, rolling, etc. By the folds longitudinal ribs 9, 10 are formed, which lead to a stiffening of the guide element 3, so that this guide element 3 can oppose a possible impact of a motor vehicle, a higher resistance.

The guide element 3 may for example consist of a sheet steel HT700 with 1.5mm wall thickness. Such steel sheets are available inexpensively as residual sheets or residual products in the automotive industry. However, it is within the scope of the invention, of course, the possibility to use other metals or alloys, it is also possible to choose the wall thickness of this guide element 3 differently, for example in a range between 1mm and 5mm.

How out Fig. 2 can be seen in the right part, an end portion 11 of the guide element 3 is designed to be tapered. This tapered region serves to be inserted overlapping or arranged in a subsequent to the guide element 3 further guide element 3 of the protective device 1, so as to achieve a composite of the individual guide elements 3 with each other in the entire protection device 1.

The guide element 3 has an at least approximately planar central region 12, which preferably extends over at least 50% of a total height 13 of the guide element 3 in the vertical direction, viewed in the installed position. There is also the possibility of these levels Center area 12 form over a large area, for example, that this is at least 60% or at least 70% of the total height 13.

Subsequently to this flat central region 12, the longitudinal ribs 9, 10 are formed opposite one another at this central region 12. For this purpose, the guide element 3 is next to the center region 12 above and below to the outside, i. in the direction of the road, projecting, with an angle 14 e.g. Can be 60 °. A length 15 of this folded-forward longitudinal rib 9, 10 may be for example 30mm.

In the further embodiment of the longitudinal ribs 9, 10, these are again brought back to the protruding region, wherein a length 16 of this recessed region may be for example 60mm. In the region of the two longitudinal edges 7, 8, the guide element 3 is preferably bent towards the rear, ie in the direction away from the roadway, so that the free ends of the two longitudinal edges 8, 9 point backwards in order to minimize the risk of injury. For example, these two be bent towards the rear end portions at an angle 17 of at least approximately 50 ° with respect to the length 16.

The FIGS. 4 and 5 each show a fastener 18 for arrangement or attachment of the guide element 3 ( Fig. 2 ) on the stands 4 ( Fig. 1 ) in side view or in an oblique view. According to the invention, this fastening element 18 has a rhomboidal cross-section - viewed in side view - as shown Fig. 4 is apparent. In this case, this fastening element 18 is fastened to the upright 4 or to the guide element 3 such that a front side 19 and a rear side 20 are aligned at least approximately parallel to one another and at least approximately vertically.

It should be noted that all position information in the description is always to read the installation situation of the guide rail 2 and the protective device 1.

It is achieved with this installation situation that front corner regions 21, 22 are arranged higher than corresponding rear corner regions 23, 24, ie the corner region 21 is higher than the corner region 23 and the corner region 22 is higher than the corner region 24. By this arrangement and this design of the fastener 18 is this as a deformation element formed, whereby the fastening element 18 can absorb additional energy from a possible impact of a motor vehicle.

As in particular from Fig. 4 it can be seen, the fastening element 18 in side view an approximately C-shaped cross-section, wherein in the preferred embodiment, the back 20 is open, so that two mutually facing legs 25, 26 are arranged at a distance to each other.

This fastening element 18 can in turn, for example, be made by edge, from a flat sheet, this flat sheet may have, for example, a wall thickness of 5mm. A width 27 of the fastening element 18 which essentially corresponds to the distance of the front side 19 from the rear side 20 - without taking into account the wall thickness - may be 225 mm, for example.

Within the scope of the invention, it is of course also possible to form the fastening element 18 with a closed cross-section, that is to say without the described open area on the rear side 20.

As in particular from Fig. 5 can be seen, both the front 19 and the back 20 corresponding recesses or openings 28, via which the attachment of the fastener 18 on the upright 4 and the guide element 3 on the fastening element 18 takes place by means of connecting elements. Preferably, these apertures 28 are formed in the form of elongated holes to allow a Justiermöglichkeit to some extent, the slots 28 on the back 20 vertically and the slots 28 are aligned horizontally on the front side 19.

In the preferred embodiment, the rear upper corner region 23 of the fastening element 18 is provided with at least one stiffening element 29. In particular, the stiffening element 29 is formed angularly and connected to the approximately C-shaped profile element of the fastening element 18, in particular welded. After the fastening element 18 also has a predefinable width 30, which may be 80 mm, for example, several of these reinforcing elements 29 are preferably provided, in particular two each in the lateral edge areas, as is made Fig. 5 is apparent.

However, other stiffening elements 29 may be used, e.g. rod-shaped, which are installed at an angle and connected to the C-shaped profile element.

For attachment of the guide element 3 on the fastening element 18 in particular three openings 28, for fastening the fastening element 18 on the upright 4 in particular two openings 28 are provided. The attachment itself can be made by means of screws 31 (FIG. Fig. 7 ) respectively. It is advantageous if at least some of these screws 31, so the screws 31 with which the fastener 18 is fixed to the upright 4, designed as a predetermined breaking point, ie that break these screws from a certain predefinable force and thus release the connection. For example, these screws 31 may have a residual tensile force of 15 kN.

For screw itself, there is the possibility that in addition to the screws 31 and clamping washers as well as inserts in the form of shims etc., of course, in addition to the required nuts, are provided.

In Fig. 6 is a post 4 shown in an oblique view from behind. In the preferred embodiment, the post has a C-shaped profile, wherein the open side of this C-shaped profile at the back of the guide rail 2, ie that side which faces away from the road is arranged. Corresponding recesses or openings 33 are again provided in the upper region of the post 4 on a upright front side 32 in order to fasten the fastening element 18 to this post 4 via these openings 33. The upright 4 itself has an overall height, which is composed of a height 34 and a height 35, wherein in the installed state of the guide rail 2, ie the post 4, only the height 34 is above ground level, whereas the height 35 from the earth or the corresponding underground.

However, in the installation situation, the c-shaped profile of the post 4 can also be designed so that the open area is aligned in the direction of the roadway. In this case, the Openings 33 formed in one of the legs and no longer in the base between the legs.

In addition to the preferred variant, in which the post 4 has a C-shaped profile and the opening of the C-shaped profile is arranged on the back of the post 4, there is also the possibility, as in Fig. 7 is shown for a variant that the post 4 is formed by a U-shaped profile element 36, wherein the open portion of this profile element 36 in this case, not backwards but sideways, so that the fastener 18 on a leg 37, so not one Base 38 between the leg 37 and another leg 39, is attached. In this case, the corresponding openings 33 are naturally formed in this leg 37.

Furthermore, in Fig. 7 it can be seen that, according to a further embodiment variant, it is possible that in the middle region 12 of the guide element 3, a particular band-shaped damping element 40 can be arranged. In this case, the damping element 40 may have a width which is smaller compared to the width of the projecting longitudinal ribs 9, 10, that is to say the longitudinal ribs 9, 10 project beyond this damping element 40. However, there is also the possibility that the damping element 40 projects beyond the longitudinal ribs 9, 10 in the vertical direction.

This damping element 40 is made of an elastomeric material. It can also be recycled materials are used, for example, interconnected particles and / or fibers of waste rubber, for example from scrap tires, which are e.g. are interconnected by means of a polyurethane. However, other materials or elastomers can be used for this damping element 40.

For example, the damping element 40 may have a width, i. Material thickness, of 6mm. The particular mat-shaped damping element 40 is preferably glued to the central region 12 of the guide element 3, for example via a commercially available two-component adhesive.

The FIGS. 8 and 9 show a further embodiment of the protective device 1 in an oblique view from behind or in side view. This embodiment variant of the guide rail 2 has in addition to the upright 4, the fastening element 18 and the guide element 3 on a so-called underrun protection 41. The underrun protection comprises a support element 42 and a further damping element 43. This damping element 43 may be designed as already described above and in particular glued to the support member 42. The support element 42 in turn may be formed corresponding to the guide element 3, with a flat central region and longitudinal ribs, which are formed by folding the end regions of the support element 42. The support member 42 is connected via a connecting element 44 with the upright 4, in particular screwed, preferably via a clamping connection. The upright 4 is again formed as a C-shaped profile element with an open area on the back of the guide rail 2. Similarly, the connecting element 44, with which the support member 42 is connected to the upright 4, formed as a C-shaped profile element and has a base 45 and two approximately at right angles projecting legs 46, 47 on. About the leg 46, the connecting element 44 is clamped with a corresponding shim member and a screw in the open end portion of the c-shaped profile element of the post 4. The support member 42 is bolted to the other leg 47.

The base 45 is preferably trapezoidal in cross-section when viewed in side view. However, it is possible to use other cross sections for this purpose. For example, the base 45 may be rectangular or the like.

Furthermore, there is the possibility that the support element 42 is connected to the guide element 3 via a further connecting element 48, which may be strip-shaped, for example.

The 10 and 11 each show a variant of the connecting element 44, with which the support member 42 on the upright 4 ( Fig. 8 ) can be fixed in an oblique view.

The connecting element 44 after Fig. 10 has a view in plan view at least approximately Z-shaped cross-section, that after Fig. 11 considered in plan view at least approximately L-shaped cross-section. The middle portion of the connecting element 44 after Fig. 10 in turn is tapered in the installation position to the rear in the direction of the upright 4 educated. In the front leg a plurality of recesses, in particular three, are formed, via which the support element 42 can be screwed to the connecting element 44. Likewise, the rear leg has at least one recess for screwing the connecting element 44 with the upright 4, in which case the screwing on the front of the upright 4, that is, the side facing the roadway takes place. Depending on the installation position of the post 4, this front side can be formed by the base or one of the legs of the c-shaped profile.

Also the embodiment according to Fig. 11 has a tapered leg, which is directed in the installed position at least approximately perpendicular to the roadway. At this leg a clamping plate 49 is secured by screws, wherein the post 4 is clamped between this clamping plate 49 and the connecting element 44. There are thus in the upright 4 no corresponding recesses required for the screw, so that such a clamp connection is particularly suitable for retrofitting.

Finally, it should be noted that it is also possible in the context of the invention that the guide element 3 and the underrun protection 41, that is, the support member 42 may be formed by a single component, ie in one piece. In this case, a plurality of fastening elements 18, for example two, can be arranged one above the other in the vertical direction in order better to support this large-area component.

The exemplary embodiments show possible embodiments of the guide rail 2 which do not limit the invention.

REFERENCE NUMBERS

1

guard

2

Guardrail

3

vane

4

stayer

5

page range

6

page range

7

longitudinal edge

8th

longitudinal edge

9

longitudinal rib

10

longitudinal rib

11

end

12

mid-range

13

height

14

angle

15

length

16

length

17

angle

18

fastener

19

front

20

back

21

corner

22

corner

23

corner

24

corner

25

leg

26

leg

27

width

28

breakthrough

29

stiffener

30

width

31

screw

32

Stayers front

33

breakthrough

34

height

35

height

36

profile element

37

leg

38

Base

39

leg

40

damping element

41

Underride protection

42

support element

43

damping element

44

connecting element

45

Base

46

leg

47

leg

48

connecting element

49

clamping plate

Claims (14)

Guiding rail (2) for arrangement on a carriageway, comprising at least one guide element (3) comprising a longitudinal profile, at least one post (4) and at least one attachment element (18) for connecting the guide element (3) to the post (4), characterized that the fastening element (18) is designed as a deformation element and, viewed in side elevation, has at least approximately rhomboidal cross section. Guide rail (2) according to claim 1, characterized in that the deformation element is formed from an approximately C-shaped profile element. Guide rail (2) according to claim 1 or 2, characterized in that in at least one corner region (23) of the deformation element at least one, in particular angle-shaped, stiffening element (29) is arranged. Guide rail (2) according to one of claims 1 to 3, characterized in that the deformation element with the post (4) and / or the guide element (3) by means of screws (31) is screwed, and at least one of the screws (31) a predetermined breaking point form. Guide rail (2) according to one of claims 1 to 4, characterized in that the at least one upright (4) is formed by an at least approximately C-shaped profile element. Guide rail (2) according to one of claims 1 to 5, characterized in that the guide element (3) is formed at least over a height of 60% of its total height with an at least approximately flat surface. Guide rail (2) according to claim 6, characterized in that on the flat surface a, in particular band-shaped, damping element (40) is arranged. Guide rail (2) according to one of claims 1 to 7, characterized in that below the guide element (3) an underrun protection (41) is arranged, the one, in particular band-shaped, damping element (43) and a support element (42) for the damping element ( 43). Guide rail (2) according to claim 8, characterized in that the support element (42) with a connecting element (44) which has an at least approximately U-shaped in plan view, z-shaped or L-shaped cross-section, on the post (4) is attached. Guide rail (2) according to claim 9, characterized in that a between two legs (46, 47) arranged base (45) of the connecting element (44) or aligned perpendicular to the support member legs in a side view tapered, in particular at least approximately trapezoidal, Cross section has. Guide rail (2) according to one of claims 8 to 10, characterized in that the support element (42) is connected to the guide element (3). Guide rail (2) according to one of claims 8 to 11, characterized in that the connecting element (44) on the back of the stayer (4) facing away from the roadway or one of the roadway facing legs of the profile element of the upright (4) is connected thereto, in particular via a clamp connection. Guide rail (2) according to one of claims 1 to 12, characterized in that the support element (42) consists of a folded along the longitudinal edges of the sheet metal element. Protective device (1) for arrangement on a roadway comprising a plurality of guide rails (2), characterized in that the guide rails (2) are formed according to one of claims 1 to 13.

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