EP2333159A1 - Crash barrier - Google Patents
Crash barrier Download PDFInfo
- Publication number
- EP2333159A1 EP2333159A1 EP09014996A EP09014996A EP2333159A1 EP 2333159 A1 EP2333159 A1 EP 2333159A1 EP 09014996 A EP09014996 A EP 09014996A EP 09014996 A EP09014996 A EP 09014996A EP 2333159 A1 EP2333159 A1 EP 2333159A1
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- EP
- European Patent Office
- Prior art keywords
- guard rail
- profile
- longitudinal axis
- angle
- posts
- 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.)
- Granted
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- 230000004888 barrier function Effects 0.000 title claims description 57
- 230000001681 protective effect Effects 0.000 claims description 55
- 238000010276 construction Methods 0.000 claims description 47
- 230000006978 adaptation Effects 0.000 abstract description 2
- 230000003116 impacting effect Effects 0.000 description 8
- 239000000758 substrate Substances 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000000750 progressive effect Effects 0.000 description 2
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 208000014674 injury Diseases 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
Images
Classifications
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- 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
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- 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
- E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means
Definitions
- the present invention relates to a guard rail construction for a vehicle restraint system for securing roadways with a plurality of profile posts which are anchored or anchored in a ground, at least one protective barrier along a longitudinal axis, and at least one support element each between a respective profile post and the guard rail, from which a mounting portion extends parallel to the central axis of the profile posts.
- the guard rail arrangement disclosed in this document consists of a protective barrier string of preferably demarcated protective barriers and the protective barrier string carrying in cross-section sigmoidal posts, which are driven into a subsoil.
- the attachment of the guard rails to the post is done with the interposition of U-shaped support brackets.
- Fig. 1 describes the behavior of such known from the prior art guard rail assembly in the event of an impact of a motor vehicle.
- the protective barrier 14 dissolves from the post 12, ie after a connecting screw for fixing the guard rail 14 is broken at the post 12 at a predetermined breaking point. Due to the predetermined breaking point, the protective barrier strand 14 can deform separately from the posts 12, which are bent further in the direction of the underground U. The protective barrier 14 is further deformed and can deflect a vehicle by means of its Switzerlandbandfensiv.
- a protective barrier construction of the type described in which between the support member and the protective barrier an intermediate element is arranged, which is designed such that the protective barrier runs at an angle to the longitudinal axis of the profile posts, wherein the support element for adaptation to the angle is formed asymmetrically between the guard rail and the center axis of the profile post and has at least one leg which protrudes from the attachment portion in the direction of the guard rail.
- the deformation behavior of the protective barrier construction can be significantly improved, in particular the lowering of the protective barrier strand is prevented with progressive deformation of the protective barrier construction.
- a heavy impacting vehicle can still be supported on the guard rail and deflected.
- the inclination of the protective barrier strand in the direction of the ground is supported by the support element, which can even increase the angle of inclination of the protective barrier by its asymmetric structure and its deformation behavior and thus contributes significantly to the fact that the protective barrier strand remains in an elevated position and not run over by an impacting vehicle can be.
- the support element has its asymmetrical shape, is designed to be relatively stiff in the upper protruding in the direction of the protective barrier leg of the support element and deformed only with a delay, whereby the inclination angle of the protective barrier in the direction of the substrate is increased and a lowering of the protective barrier strand even at larger occurring impact forces is prevented.
- the protective barrier strand remains even after release from the profile post - compared with the prior art ( Fig.1 ) - in an elevated position or by the angle of inclination to the ground and the impacting Vehicle further raised, which can create relatively large vehicles on the protective barrier and are deflected by this.
- a development of the invention provides that the at least one leg of the support element has a predetermined angle to the central axis of the profile posts.
- the angle of the legs of the support element to the longitudinal axis of the profile posts, the deformation behavior of the support element can be influenced, i. the timing of a deformation of the support element is determined. This is particularly important for the controlled course of deformation in a vehicle crash of great importance.
- the support member according to a preferred embodiment of the invention comprises two legs projecting from the attachment portion, each extending at an angle to the longitudinal axis of the profile posts, the angles of the projecting legs differing from the attachment portion.
- the two angles between the legs of the support element and the fixing section are designed according to the invention such that it approaches the ground Leg of the support element first deformed, whereby the angle of inclination of the guard rail to the longitudinal axis of the profile posts is at least maintained.
- a preferred embodiment of the invention provides that the closer to the ground leg of the support member has a greater angle to the longitudinal axis of the profile posts, as the angle between the respective other leg and the longitudinal axis of the profile posts. This ensures that, in the event of a vehicle collision, the lower leg first deforms and the inclination of the guardrail strand is increased. As a result, the displacement of the guardrail strand is supported upwards in a vehicle collision and increases the stoppage of the guard rail construction or effectively prevents the collision of the guardrail strand by an impacting vehicle.
- the leg having the greater angle to the longitudinal axis of the profile posts is first deformed due to the larger lever arm for an impacting vehicle, thereby increasing the inclination of the guard rail to the longitudinal axis of the profile posts and the protective barrier strand is elevated to a raised position due to the impacting vehicle is relocated.
- the angle between the leg closer to the ground of the support element and the longitudinal axis of the profile posts is not equal to 90 ° .
- the deformation behavior of the guard rail construction and in particular of the support element can be influenced by the fact that, according to an embodiment of the invention, the two legs of the support element projecting from the attachment section have different lengths.
- the intermediate element is designed such that it rests with a surface on the attachment portion of the support member and the surface opposite this surface is chamfered.
- the intermediate element has a wedge shape, which defines the angle of the protective barrier strand to the longitudinal axis of the profile posts.
- the guard rail construction according to the invention can also be used on a strip foundation, a bridge or similar structures, wherein the posts are much more rigidly connected to the ground, mostly made of concrete.
- the posts are bolted to the ground.
- a deformation element between the profile post and the support member may be provided a deformation element.
- the support element engages with its parallel to the central axis of the profile post extending portion of the deformation element or the profile post.
- the angle between the protective barrier strand and the longitudinal axis of the profile posts is between 1 and 10 °.
- two substantially parallel protective barrier strands are arranged on the profile post, which are in each case via a support member and an intermediate element with the profile post in connection and extend at an angle to the longitudinal axis of the profile posts.
- Fig. 2 shows an exploded perspective view of the guard rail construction according to the invention, which is generally designated 100.
- Fig. 2 one recognizes the profile posts 112, which are rammed into a substrate, not shown here for attachment of the guard rail construction 100.
- Next to the profile posts 112 shows Fig. 2 along a roadway (not shown) extending guard rail 114.
- support elements 116 are arranged between the profile posts 112 and the protective barriers of the guard rail 114.
- the support members 116 attach directly to a mounting portion 118 to the profile posts 112, ie, the mounting portion 118 of the support members 116 extends parallel to a longitudinal axis L of the profile posts 112.
- the planar contact of the mounting portion 118 to the profile post 112, the support member 116 largely supported on the profile post 112 and record a relatively large proportion of the impact force of a vehicle and so transferred to the profile post 112.
- the support members 116 here have two of the mounting portion 118 projecting legs 122 and 124 which support the protective barrier 114 strand.
- the intermediate elements 120 can be seen, which are designed such that the protective barrier strand 114 to the longitudinal axis L of the profile posts 112 is inclined.
- the intermediate elements 120 will be described in detail later in this description.
- the intermediate elements 120 can be formed directly on the support members 116 or represent items.
- Fig. 2 shows Fig. 2 in that the guard rails 114 and the support element 116 are attached to the profile post 112 by screw connections.
- Fig. 3 shows a side view of the guard rail construction 100. It can be seen again the profile post 112 and the guard rail 114 and disposed between the profile post 112 and the guard rail 114 support member 116.
- the support member 116 lies down with its parallel to the profile post 112 extending mounting portion 118 to the profile post 112th on.
- the intermediate element 120 in turn abuts with a surface 120a on the mounting portion 118 of the support member 116 and has a surface 120 opposite, beveled surface 120b, to which the guard rail 114 partially applies.
- the protective barrier strand 114 to the tapered surface 120 b of the intermediate member 120 of the guard rail 114 extends angled to the longitudinal axis (not shown here) of the profile post 112.
- the tapered surface 120 b of the intermediate elements 120 of the inclination angle of the guard rail 114 to the Longitudinal axis L of the profile post 112 is set.
- the angle of inclination of the guard rail 114 to the longitudinal axis L of the profile posts 112 can also be adjusted by the structural design of the support member 116 with the legs 122 and 124 or over the length of the legs 122 and 124.
- Fig. 3 clearly shows the asymmetrical design of the support member 116, which is necessary to adjust the support member 116 at the angle defined by the intermediate member 120 angle of the protective barrier strand 114 to the longitudinal axis L of the profile posts 112.
- An angle ⁇ of the leg 122 to the profile post 112 or its longitudinal axis L is smaller than an angle ⁇ between the longitudinal axis L of the profile posts 112 and the leg 124, which is closer to the ground.
- the deformation behavior of the guard rail construction 100 can be positively influenced in the event of a collision of a motor vehicle, which will be described in detail in the following description.
- Fig. 4a shows again a side view of the guard rail construction 100 with a B-profile having protective barrier 114th
- Fig. 4b an exploded view of the support member 116 with the intermediate member 120 disposed thereon according to a first embodiment.
- the intermediate element 120 is provided on the attachment portion 118 of the support element 116.
- the angle ⁇ of the leg 124 to the parallel to the longitudinal axis L of the profile posts 112 extending mounting portion 118 is significantly greater than the angle ⁇ of the leg 122 to the mounting portion 118. This ensures that deformed in the collision case of a vehicle, first lower leg closer to the ground 124 in the direction of the profile post 112.
- the faster deformation of the lower leg 124 compared to the deformation time of the upper leg 122 ensures that the crash barrier 114 at least retains the inclination in the event of a collision with a vehicle and moves upwards as the deformation progresses, and also a heavy vehicle or vehicle at high speed can be prevented from passing over the guard rail 114.
- the force exerted by an impacting vehicle on the guard rail construction 100 due to the larger angle ⁇ of the leg 124, has a larger lever arm from the bend where the attachment portion 118 merges into the leg 124 compared to the smaller angle ⁇ of the leg 122, whereby the leg 124 is deformed much faster than the leg 122nd
- Fig. 5a shows a side view of the guard rail construction 100 with an A-profile guardrail 114 and Fig. 5b shows an exploded view of a support member 116 according to the second embodiment.
- Fig. 6 shows a perspective view and a side view of the support member 116 according to the first embodiment. It can be seen again the two legs 122 and 124, each having a different angle ⁇ , ⁇ to the mounting portion 118. Furthermore, one recognizes Fig. 6 in that the lower leg 124 is shortened compared to the upper leg 122.
- Fig. 7 shows an adapted to the support member 116 according to the first embodiment intermediate member 120.
- the intermediate member 120 is wedge-shaped and has for this purpose a vertically extending surface 120a, which is adjacent to the mounting portion 118 of the support member 116 can create.
- the surface 120b of the intermediate element 120 lying opposite the surface 120a is bevelled to the surface 120a in order to reduce the angle of inclination of the protective barrier strand 114 (FIG. Fig. 1 to 3 ) to the longitudinal axis of the profile posts 112.
- Fig. 8 shows a support member 116 according to the second embodiment and Fig. 9 shows various views of an adapted to the support member 116 according to the second embodiment intermediate member 120th
- the intermediate element 120 is designed widened to adapt to the A-profile of the protective barrier strand 114 compared to the embodiment described above. Due to the differences between the A and B profiles, the wedge-shaped intermediate element 120 must be widened, that is, the distance between the surfaces 120a and 120b is greater than that with respect to FIG FIG. 7 described embodiment, since the A-profile of the protective barrier strand 114 would abut at the oblique attachment by the intermediate member 120 with one end to the post 112. Such a system could adversely affect the deformation behavior of the guard rail assembly 100 and the support member 116, respectively.
- the 10a and 10b show a third embodiment of the support member 116.
- the support member 116 has only one leg 122 which extends in dependence on the profile of the guard rail 114 (A-profile or B-profile) at a predetermined angle to the mounting portion 118 of the support member 116.
- the guard rail 114 has a B-profile and the leg 122 protrudes at a predetermined angle ⁇ of not equal to 90 degrees in the direction of the mounting portion 118.
- Fig. 10b shows a protective barrier with A-profile.
- the leg 122 of the support member 116 extends perpendicularly (angle ⁇ ) to the mounting portion 118 to conform to the A-profile of the guardrail strand 114, whereby the leg 122 is very stiff and is deformed only at a relatively large force.
- a protective barrier construction 100 with the support element 116 with only one leg 122 is very similar to the operation of a support element 116 with two legs 122 and 124.
- a support member 116 with only one leg 122 of the guard rail 114 is without deformation of a second Leg of the support member 116 immediately displaced in the direction of the profile post 112.
- This deformation of guard rail 114 toward profile post 112 increases the angle of inclination of guard rail 114, which contributes to the increase of guard rail 114 during deformation by an impacting vehicle and increases the force absorbing capability of guard rail construction 100
- Fig. 11 shows the operation of the guard rail construction 100 in an impact of a motor vehicle.
- the dotted lines each represent the basic position of the guard rail assembly 100.
- the lower leg 124 of the support member 116 is deformed in the direction of the profile post 112 and the guard rail 114 tilts slightly more towards the ground.
- the profile post 112 is due to the impact force of the motor vehicle of a roadway (not shown) wegbogen.
- the support member 116 and the guard rail 114 detach from the profile post 112 after a connecting bolt (not shown) is broken at a predetermined breaking point.
- Fig. 12 shows side views of the guard rail construction 100 in a vehicle collision, from which the rapid deformation of the lower leg 124 and the increase in the inclination angle is apparent. From these views it can be seen clearly how the lower leg 124 of the support member 116 is deformed in the direction of the profile post 112 and finally rests against the profile post 112, whereby the inclination angle of the guard rail 114 to the profile post 112 increases. As previously described, this results in an improved deformation behavior of the entire guard rail construction 100, whereby larger vehicles or vehicles can be stopped and deflected at a higher speed with the guard rail construction 100.
- Fig. 13 shows a side view of a support member 116 with the intermediate member 120 and a mounted on the support member 116 deformation element 126.
- the support member 116 may also be integrally formed with the deformation element 126.
- Fig. 14a to 14c show various views of a guard rail construction 200, which is for example mounted on a bridge.
- the profile posts 212 are screwed here via screws 228 with the substrate (not shown here).
- the deformation element 226 is screwed with the attached support member 216 with both the profile post 212 and the guard rail 214.
- the profile posts 212 extend vertically further upwards and at the upper end of the profile posts 212 a handrail 230 is attached.
- Fig. 15 shows a side view of a third embodiment of the guard rail construction 300, with two substantially parallel protective barrier strands 314th
- Fig. 15 the support members 316 arranged on both sides of the profile post 312, which together with the intermediate elements 320 set the angle of the protective barrier strands 314 relative to the longitudinal axis L of the profile posts 312. It is at the support members 316 to support elements according to the with reference to the FIGS. 4a, 4b and 6 described in detail first embodiment.
- Fig. 15 It can be seen that the two guard rail strands 314 due to the intermediate member 320 and the support members 316 opposite angled to the longitudinal axis L of the profile post 312 or to the substrate U run to use such a protective structure 300, for example, as a central barrier for the separation of two lanes and both sides described in detail above Benefits of such a protective barrier construction 300 to be able to use.
- a protective barrier construction 300 to be able to use.
- the guard rail construction 300 having two substantially parallel guardrail strands 314 vehicles bouncing off both sides can be prevented from passing over the guardrail strands 314 and even larger vehicles can be safely deflected.
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- Architecture (AREA)
- Civil Engineering (AREA)
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Abstract
Description
Die vorliegende Erfindung betrifft eine Schutzplankenkonstruktion für ein Fahrzeugrückhaltesystem zum Absichern von Fahrbahnen mit einer Mehrzahl von Profilpfosten, die in einem Untergrund verankerbar oder verankert sind, wenigstens einem entlang einer Längsachse verlaufenden Schutzplankenstrang, und wenigstens einem jeweils zwischen einem jeweiligen Profilpfosten und dem Schutzplankenstrang angeordneten Stützelement, von dem sich ein Befestigungsabschnitt parallel zur Mittelachse der Profilpfosten erstreckt.The present invention relates to a guard rail construction for a vehicle restraint system for securing roadways with a plurality of profile posts which are anchored or anchored in a ground, at least one protective barrier along a longitudinal axis, and at least one support element each between a respective profile post and the guard rail, from which a mounting portion extends parallel to the central axis of the profile posts.
Derartige Konstruktionen sind aus dem Stand der Technik hinlänglich bekannt und beispielsweise in
Es kann jedoch bei einer derartigen Schutzplankenkonstruktion nicht verhindert werden, dass sich der Schutzplankenstrang 14 absenkt, was gerade bei größeren Fahrzeugen dazu führen kann, dass der Schutzplankenstrang 14 überfahren wird. Mit anderen Worten "durchbricht" oder "überwindet" das Fahrzeug die Schutzplankenanordnung 10, wodurch es zu schwerwiegenden Unfällen und Personenschäden kommen kann.However, it can not be prevented in such a protective barrier construction, that the
Es ist eine Aufgabe der vorliegenden Erfindung, eine Schutzplankenkonstruktion der eingangs bezeichneten Art bereitzustellen, die ein verbessertes Deformationsverhalten bei einem Fahrzeuganprall und somit ein größeres Aufhaltevermögen aufweist.It is an object of the present invention to provide a guardrail structure of the type referred to, which has an improved deformation behavior in a vehicle impact and thus a greater retention capacity.
Diese Aufgabe wird durch eine Schutzplankenkonstruktion der eingangs bezeichneten Art gelöst, bei der zwischen dem Stützelement und dem Schutzplankenstrang ein Zwischenelement angeordnet ist, welches derart ausgebildet ist, dass der Schutzplankenstrang in einem Winkel zur Längsachse der Profilpfosten verläuft, wobei das Stützelement zur Anpassung an den Winkel zwischen dem Schutzplankenstrang und der Mittelachse des Profilpfostens asymmetrisch ausgebildet ist und wenigstens einen Schenkel aufweist, der von dem Befestigungsabschnitt in Richtung des Schutzplankenstrangs vorspringt.This object is achieved by a protective barrier construction of the type described, in which between the support member and the protective barrier an intermediate element is arranged, which is designed such that the protective barrier runs at an angle to the longitudinal axis of the profile posts, wherein the support element for adaptation to the angle is formed asymmetrically between the guard rail and the center axis of the profile post and has at least one leg which protrudes from the attachment portion in the direction of the guard rail.
Durch die Kombination eines asymmetrischen Stützelements mit einem Zwischenelement, das derart ausgebildet ist, dass der Schutzplankenstrang in einem Winkel zur Längsachse der Profilpfosten verläuft, kann das Deformationsverhalten der Schutzplankenkonstruktion erheblich verbessert werden, insbesondere wird das Absinken des Schutzplankenstrangs bei fortschreitender Deformierung der Schutzplankenkonstruktion verhindert. Somit kann sich auch ein schweres anprallendes Fahrzeug noch an dem Schutzplankenstrang abstützen und umgelenkt werden. Die Neigung des Schutzplankenstrangs in Richtung des Untergrunds wird durch das Stützelement unterstützt, das durch seinen asymmetrischen Aufbau und sein Deformationsverhalten den Neigungswinkel des Schutzplankenstrangs sogar vergrößern kann und somit wesentlich dazu beiträgt, dass der Schutzplankenstrang in einer erhöhten Position verbleibt und nicht von einem anprallenden Fahrzeug überfahren werden kann.The combination of an asymmetric support element with an intermediate element, which is designed such that the protective barrier runs at an angle to the longitudinal axis of the profile posts, the deformation behavior of the protective barrier construction can be significantly improved, in particular the lowering of the protective barrier strand is prevented with progressive deformation of the protective barrier construction. Thus, even a heavy impacting vehicle can still be supported on the guard rail and deflected. The inclination of the protective barrier strand in the direction of the ground is supported by the support element, which can even increase the angle of inclination of the protective barrier by its asymmetric structure and its deformation behavior and thus contributes significantly to the fact that the protective barrier strand remains in an elevated position and not run over by an impacting vehicle can be.
Durch den Neigungswinkel wird nicht nur ein Absinken verhindert, sondern der Schutzplankenstrang wird bei fortschreitender Deformation aufgrund des Neigungswinkels in eine erhöhte Position verlagert. Dazu weist das Stützelement seine asymmetrische Gestalt auf, bei der obere in Richtung des Schutzplankenstrangs vorspringende Schenkel des Stützelements relativ steif ausgelegt ist und sich erst mit einer Verzögerung deformiert, wodurch der Neigungswinkel des Schutzplankenstrangs in Richtung des Untergrunds vergrößert wird und ein Absinken des Schutzplankenstrangs auch bei größeren auftretenden Anprallkräften unterbunden wird. Mit anderen Worten verbleibt der Schutzplankenstrang auch nach dem Lösen von dem Profilposten - verglichen mit dem Stand der Technik (
Eine Weiterbildung der Erfindung sieht vor, dass der wenigstens eine Schenkel des Stützelements einen vorbestimmten Winkel zur Mittelachse der Profilpfosten aufweist. Durch den Winkel der Schenkel des Stützelements zur Längsachse der Profilpfosten kann das Deformationsverhalten des Stützelements beeinflusst werden, d.h. der zeitliche Ablauf einer Deformation des Stützelements wird festgelegt. Dies ist insbesondere für den kontrollierten Ablauf der Deformation bei einem Fahrzeuganprall von großer Bedeutung.A development of the invention provides that the at least one leg of the support element has a predetermined angle to the central axis of the profile posts. The angle of the legs of the support element to the longitudinal axis of the profile posts, the deformation behavior of the support element can be influenced, i. the timing of a deformation of the support element is determined. This is particularly important for the controlled course of deformation in a vehicle crash of great importance.
Das Stützelement weist gemäß einer bevorzugten Ausführungsform der Erfindung zwei von dem Befestigungsabschnitt vorspringende Schenkel auf, die sich jeweils in einem Winkel zur Längsachse der Profilpfosten erstrecken, wobei sich die Winkel der vorspringenden Schenkel zu dem Befestigungsabschnitt unterscheiden. Um bei einem Fahrzeuganprall eine Absenkung des Schutzplankenstrangs zu vermeiden bzw. eine Verlagerung des Schutzplankenstrangs nach oben weg von dem Untergrund bei fortschreitender Deformation zu erreichen, werden erfindungsgemäß die beiden Winkel zwischen den Schenkeln des Stützelements und dem Befestigungsabschnitt derart ausgelegt, dass sich der dem Untergrund nähere Schenkel des Stützelements zuerst deformiert, wodurch der Neigungswinkel des Schutzplankenstrangs zur Längsachse der Profilpfosten zumindest beibehalten wird.The support member according to a preferred embodiment of the invention comprises two legs projecting from the attachment portion, each extending at an angle to the longitudinal axis of the profile posts, the angles of the projecting legs differing from the attachment portion. In order to avoid a lowering of the protective barrier strand in a vehicle collision or to achieve a displacement of the protective barrier upwards away from the ground as the deformation progresses, the two angles between the legs of the support element and the fixing section are designed according to the invention such that it approaches the ground Leg of the support element first deformed, whereby the angle of inclination of the guard rail to the longitudinal axis of the profile posts is at least maintained.
Aus diesem Grund sieht eine bevorzugte Ausführungsform der Erfindung vor, dass der dem Untergrund nähere Schenkel des Stützelements einen größeren Winkel zur Längsachse der Profilpfosten aufweist, als der Winkel zwischen dem jeweils anderen Schenkel und der Längsachse der Profilpfosten. So wird sichergestellt, dass sich bei einem Fahrzeuganprall zuerst der untere Schenkel deformiert und die Neigung des Schutzplankenstrangs erhöht wird. Dadurch wird die Verlagerung des Schutzplankenstrangs nach oben bei einem Fahrzeuganprall unterstützt und das Aufhaltevermögen der Schutzplankenkonstruktion erhöht bzw. die das Überfahren des Schutzplankenstrangs durch ein anprallendes Fahrzeug wirksam verhindert. Bei dem Stützelement der erfindungsgemäßen Schutzplankenkonstruktion wird der den größeren Winkel zur Längsachse der Profilpfosten aufweisende Schenkel aufgrund des größeren Hebelarms für ein anprallendes Fahrzeug zuerst verformt, wodurch die Neigung des Schutzplankenstrangs zur Längsachse der Profilpfosten vergrößert wird und der Schutzplankenstrang aufgrund des anprallenden Fahrzeugs in eine erhöhte Position verlagert wird.For this reason, a preferred embodiment of the invention provides that the closer to the ground leg of the support member has a greater angle to the longitudinal axis of the profile posts, as the angle between the respective other leg and the longitudinal axis of the profile posts. This ensures that, in the event of a vehicle collision, the lower leg first deforms and the inclination of the guardrail strand is increased. As a result, the displacement of the guardrail strand is supported upwards in a vehicle collision and increases the stoppage of the guard rail construction or effectively prevents the collision of the guardrail strand by an impacting vehicle. In the support element of the guard rail construction according to the invention, the leg having the greater angle to the longitudinal axis of the profile posts is first deformed due to the larger lever arm for an impacting vehicle, thereby increasing the inclination of the guard rail to the longitudinal axis of the profile posts and the protective barrier strand is elevated to a raised position due to the impacting vehicle is relocated.
In diesem Zusammenhang ist festzuhalten, dass gemäß einer Weiterbildung der Erfindung der Winkel zwischen dem dem Untergrund näheren Schenkel des Stützelements und der Längsachse der Profilpfosten ungleich 90° ist.In this context, it should be noted that, according to one embodiment of the invention, the angle between the leg closer to the ground of the support element and the longitudinal axis of the profile posts is not equal to 90 ° .
Ferner kann das Deformationsverhalten der Schutzplankenkonstruktion und insbesondere des Stützelements dadurch beeinflusst werden, dass gemäß einer Weiterbildung der Erfindung die beiden von dem Befestigungsabschnitt vorspringenden Schenkel des Stützelements unterschiedlich lang sind.Furthermore, the deformation behavior of the guard rail construction and in particular of the support element can be influenced by the fact that, according to an embodiment of the invention, the two legs of the support element projecting from the attachment section have different lengths.
Erfindungsgemäß ist das Zwischenelement derart ausgelegt, dass es sich mit einer Fläche an den Befestigungsabschnitt des Stützelements anlegt und die dieser Fläche gegenüberliegende Fläche abgeschrägt ist. Mit anderen Worten weist das Zwischenelement eine Keilform auf, die den Winkel des Schutzplankenstrangs zur Längsachse der Profilpfosten festlegt.According to the invention, the intermediate element is designed such that it rests with a surface on the attachment portion of the support member and the surface opposite this surface is chamfered. In other words, the intermediate element has a wedge shape, which defines the angle of the protective barrier strand to the longitudinal axis of the profile posts.
Die erfindungsgemäße Schutzplankenkonstruktion kann auch auf einem Streifenfundament, einer Brücke oder ähnlichen Bauwerken verwendet werden, wobei die Pfosten hier sehr viel starrer mit dem Untergrund, zumeist aus Beton, verbunden sind. Beispielsweise werden die Pfosten mit dem Untergrund verschraubt. Um den Anprall eines Fahrzeugs für die Insassen aufgrund der starren Verbindung zum Untergrund nicht zu hart werden zu lassen, d.h. einen möglichst großen Anteil der Anprallenergie über die Schutzplankenkonstruktion aufzunehmen, kann gemäß einer bevorzugten Ausführungsform der Erfindung zwischen dem Profilpfosten und dem Stützelement ein Deformationselement vorgesehen sein. So wird durch das Deformationselement bereits ein erheblicher Teil der Anprallenergie abgebaut, bevor das Fahrzeug überhaupt mit den starren Pfosten in Berührung kommt. Mit anderen Worten wird das Anschlagen des Fahrzeugs über die Deformationszeit des Deformationselements zeitlich gestreckt, wodurch die Verzögerung und somit die Belastung für die Insassen erheblich verringert werden kann.The guard rail construction according to the invention can also be used on a strip foundation, a bridge or similar structures, wherein the posts are much more rigidly connected to the ground, mostly made of concrete. For example, the posts are bolted to the ground. In order not to let the impact of a vehicle on the occupants due to the rigid connection to the ground be too hard, i. To absorb the largest possible proportion of the impact energy on the guard rail construction, according to a preferred embodiment of the invention between the profile post and the support member may be provided a deformation element. Thus, a considerable part of the impact energy is already dissipated by the deformation element before the vehicle ever comes into contact with the rigid posts. In other words, the impact of the vehicle on the deformation time of the deformation element is extended in time, whereby the delay and thus the load on the occupants can be significantly reduced.
Gemäß einer bevorzugten Ausführungsform legt sich das Stützelement mit seinem parallel zur Mittelachse der Profilpfosten erstreckenden Abschnitt an das Deformationselement oder den Profilpfosten an.According to a preferred embodiment, the support element engages with its parallel to the central axis of the profile post extending portion of the deformation element or the profile post.
Vorzugsweise liegt der Winkel zwischen dem Schutzplankenstrang und der Längsachse der Profilpfosten zwischen 1 und 10°.Preferably, the angle between the protective barrier strand and the longitudinal axis of the profile posts is between 1 and 10 °.
Gemäß einer Weiterbildung der Erfindung sind an den Profilpfosten zwei im Wesentlichen parallel verlaufende Schutzplankenstränge angeordnet, die jeweils über ein Stützelement und ein Zwischenelement mit den Profilpfosten in Verbindung stehen und jeweils in einem Winkel zur Längsachse der Profilpfosten verlaufen.According to one embodiment of the invention, two substantially parallel protective barrier strands are arranged on the profile post, which are in each case via a support member and an intermediate element with the profile post in connection and extend at an angle to the longitudinal axis of the profile posts.
Die Erfindung wird im Folgenden beispielhaft anhand der beiliegenden Figuren erläutert. Es stellen dar:
- Fig. 1
- Ansichten des Deformationsverhaltens einer Schutzplankenanordnung gemäß dem Stand der Technik;
- Fig. 2
- eine perspektivische Explosionsdarstellung der Schutzplankenkonstruk- tion gemäß der Erfindung;
- Fig. 3
- eine Seitenansicht der Schutzplankenkonstruktion gemäß der Ausfüh- rungsform der Erfindung;
- Fig. 4a, 4b
- eine Seitenansicht der erfindungsgemäßen Schutzplankenkonstruktion und eines Stützelements gemäß einem ersten Ausführungsbeispiel;
- Fig. 5a, 5b
- eine Seitenansicht der erfindungsgemäßen Schutzplankenkonstruktion und eines Stützelements gemäß einem zweiten Ausführungsbeispiel;
- Fig. 6
- Ansichten eines Stützelements gemäß dem ersten Ausführungsbeispiel;
- Fig. 7
- Ansichten eines Zwischenelements gemäß dem ersten Ausführungsbei- spiel;
- Fig. 8
- Ansichten eines Stützelements gemäß einem zweiten Ausführungsbei- spiel;
- Fig. 9
- Ansichten eines Zwischenelements gemäß einem zweiten Ausfüh- rungsbeispiel;
- Fig. 10a, 10b
- Seitenansichten der erfindungsgemäßen Schutzplankenkonstruktion und eines Stützelements gemäß einem dritten Ausführungsbeispiel;
- Fig. 11,12
- Ansichten des Deformationsverhaltens der Schutzplankenkonstruktion gemäß der Erfindung;
- Fig. 13
- Seitenansicht eins Stützelements mit einem Deformationselement;
- Fig. 14
- Ansichten einer Schutzplankenkonstruktion gemäß einer zweiten Aus- führungsform der Erfindung; und
- Fig. 15
- Seitenansicht einer Schutzplankenkonstruktion gemäß einer dritten Ausführungsform.
- Fig. 1
- Views of the deformation behavior of a protective barrier arrangement according to the prior art;
- Fig. 2
- an exploded perspective view of the Schutzplankenkonstruk- tion according to the invention;
- Fig. 3
- a side view of the guard rail construction according to the embodiment of the invention;
- Fig. 4a, 4b
- a side view of the protective barrier construction according to the invention and a support member according to a first embodiment;
- Fig. 5a, 5b
- a side view of the protective barrier construction according to the invention and a support member according to a second embodiment;
- Fig. 6
- Views of a support member according to the first embodiment;
- Fig. 7
- Views of an intermediate element according to the first embodiment;
- Fig. 8
- Views of a support member according to a second embodiment;
- Fig. 9
- Views of an intermediate element according to a second embodiment;
- Fig. 10a, 10b
- Side views of the guard rail construction according to the invention and a support member according to a third embodiment;
- Fig. 11,12
- Views of the deformation behavior of the guard rail construction according to the invention;
- Fig. 13
- Side view of a support element with a deformation element;
- Fig. 14
- Views of a guard rail construction according to a second embodiment of the invention; and
- Fig. 15
- Side view of a guard rail construction according to a third embodiment.
Aus
Ferner sind aus
Ferner zeigt
Durch eine derartige konstruktive Gestaltung der Stützelemente 116 kann das Deformationsverhalten der Schutzplankenkonstruktion 100 im Anprallfall eines Kraftfahrzeugs positiv beeinflusst werden, was im Folgenden dieser Beschreibung ausführlich beschrieben wird.By such a structural design of the
Ferner zeigt
Wie man aus vergleichender Ansicht der
Wie bereits voranstehend beschrieben ist das Zwischenelement 120 zur Anpassung an das A-Profil des Schutzplankenstrangs 114 verglichen mit dem voranstehend beschriebenen Ausführungsbeispiel verbreitert ausgebildet. Aufgrund der Unterschiede zwischen A- und B-Profil muss das keilförmige Zwischenelement 120 verbreitert ausgebildet werden, d.h. der Abstand zwischen den Flächen 120a und 120b ist grö-βer als bei dem mit Bezug auf die
Die
In
Die Funktionsweise einer Schutzplankenkonstruktion 100 mit dem Stützelement 116 mit nur einem Schenkel 122 ist der Funktionsweise eines Stützelements 116 mit zwei Schenkeln 122 und 124 sehr ähnlich. Bei einem Stützelement 116 mit nur einem Schenkel 122 wird der Schutzplankenstrang 114 ohne Deformation eines zweiten Schenkels des Stützelements 116 sofort in Richtung des Profilpfostens 112 verlagert. Durch diese Deformation des Schutzplankenstrangs 114 in Richtung des Profilpfostens 112 wird der Neigungswinkel des Schutzplankenstrangs 114 vergrößert, was zur Erhöhung des Schutzplankenstrangs 114 während einer Deformation durch ein anprallendes Fahrzeug beiträgt und die Kraftaufnahmefähigkeit der Schutzplankenkonstruktion 100 erhöht.The operation of a
Die
Man erkennt aus
Ferner wird aus
Claims (11)
dadurch gekennzeichnet, dass der wenigstens eine Schenkel (122, 124) des Stützelements einen vorbestimmten Winkel (α, β) zur Längsachse (L) der Profilpfosten (112) aufweist.Guard rail construction (100) according to claim 1,
characterized in that the at least one leg (122, 124) of the support element has a predetermined angle (α, β) to the longitudinal axis (L) of the profile posts (112).
dadurch gekennzeichnet, dass Stützelement (116) zwei von dem Befestigungsabschnitt (118) vorspringende Schenkel (122, 124) aufweist, die sich jeweils in einem Winkel (α, β) zur Längsachse (L) der Profilpfosten (112) erstrecken, wobei sich die beiden Winkel (α, β) unterscheiden.Guard rail construction (100) according to claim 1 or 2,
characterized in that support member (116) has two legs (122, 124) projecting from the attachment portion (118), each extending at an angle (α, β) to the longitudinal axis (L) of the profile posts (112) distinguish both angles (α, β).
dadurch gekennzeichnet, dass der dem Untergrund (U) nähere Schenkel (124) des Stützelements (116) einen größeren Winkel (α) zur Längsachse (L) der Profilpfosten (112) aufweist, als der Winkel (β) zwischen jeweils anderen Schenkel (122) und der Längsachse (L) der Profilpfosten (112).Guard rail construction (100) according to claim 3,
characterized in that the lower surface (U) closer leg (124) of the support member (116) has a larger angle (α) to the longitudinal axis (L) of the profile posts (112), as the angle (β) between each other leg (122 ) and the longitudinal axis (L) of the profile posts (112).
dadurch gekennzeichnet, dass der Winkel (α) zwischen dem dem Untergrund (U) näheren Schenkel (124) des Stützelements (116) und der Längsachse (L) der Profilpfosten (112) ungleich 90 Grad ist.Guard rail construction (100) according to claim 3 or 4,
characterized in that the angle (α) between the lower surface (U) closer leg (124) of the support element (116) and the longitudinal axis (L) of the profile posts (112) is not equal to 90 degrees.
dadurch gekennzeichnet, dass die beiden von dem Befestigungsabschnitt (118) vorspringenden Schenkel (122, 124) des Stützelements (116) unterschiedlich lang sind.Guard rail construction (100) according to one of claims 1 to 5,
characterized in that the two of the fastening portion (118) projecting legs (122, 124) of the support element (116) are of different lengths.
dadurch gekennzeichnet, dass das Zwischenelement (120) sich mit einer Fläche (120a) an den Befestigungsabschnitt (118) des Stützelements (116) anlegt und die dieser Fläche (120a) gegenüberliegende Fläche (120b) abgeschrägt ist.Guard rail construction (100) according to one of the preceding claims,
characterized in that the intermediate element (120) with a surface (120a) to the attachment portion (118) of the support member (116) applies and the said surface (120a) opposite surface (120b) is chamfered.
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT09014996T ATE554231T1 (en) | 2009-12-03 | 2009-12-03 | GUARDRAIL CONSTRUCTION |
ES09014996T ES2384448T3 (en) | 2009-12-03 | 2009-12-03 | Guardrail Construction |
EP09014996A EP2333159B1 (en) | 2009-12-03 | 2009-12-03 | Crash barrier |
PL09014996T PL2333159T3 (en) | 2009-12-03 | 2009-12-03 | Crash barrier |
DK09014996.4T DK2333159T3 (en) | 2009-12-03 | 2009-12-03 | Safety barrier construction |
PCT/EP2010/007327 WO2011066973A1 (en) | 2009-12-03 | 2010-12-02 | Crash-barrier structure |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP09014996A EP2333159B1 (en) | 2009-12-03 | 2009-12-03 | Crash barrier |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2333159A1 true EP2333159A1 (en) | 2011-06-15 |
EP2333159B1 EP2333159B1 (en) | 2012-04-18 |
Family
ID=41682405
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP09014996A Not-in-force EP2333159B1 (en) | 2009-12-03 | 2009-12-03 | Crash barrier |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP2333159B1 (en) |
AT (1) | ATE554231T1 (en) |
DK (1) | DK2333159T3 (en) |
ES (1) | ES2384448T3 (en) |
PL (1) | PL2333159T3 (en) |
WO (1) | WO2011066973A1 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011055960A1 (en) | 2011-12-02 | 2013-06-06 | Heintzmann Sicherheitssysteme Gmbh & Co. Kg | Restraint system for arranging beside track for e.g. vehicle, has protective barrier comprising protective boards that are interconnected with each other, and posts comprising regions having mutually different strength properties |
DE102011055959A1 (en) | 2011-12-02 | 2013-06-06 | Heintzmann Sicherheitssysteme Gmbh & Co. Kg | Vehicle restraint system for arrangement beside carriageway, has intermediate section having regions which comprise material properties that are altered from original material characteristics of intermediate section |
EP2952630A1 (en) | 2014-06-04 | 2015-12-09 | SGGT Strassenausstattungen GmbH | Vehicle retention system |
KR102185578B1 (en) * | 2020-03-24 | 2020-12-02 | 주식회사 국제에스티 | Guard rail reinforcement structure for shock absorption and climb-over prevention |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
NL6612923A (en) | 1965-12-02 | 1967-06-05 | ||
DE1276678B (en) | 1963-05-09 | 1968-09-05 | Neher Maschinenfabrik Stahl U | Guardrail for streets, where the bars are attached to the post via deformable bow-like intermediate pieces |
EP1627956A1 (en) | 2004-08-16 | 2006-02-22 | SPIG Schutzplanken-Produktions-Gesellschaft mbH & Co.KG | Guardrail road barrier |
DE202006010573U1 (en) | 2006-07-06 | 2006-09-07 | Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg | Steel crash barrier rail has W-shaped cross-section with central trough and peaks on either side, upper and lower edges of rail being made up of base section and outer section |
EP2088246A2 (en) | 2008-02-05 | 2009-08-12 | Juan Maria Uriarte Gonzalez | Anchor arm for a motorcyclist protection system applicable to safety barriers with two waves |
-
2009
- 2009-12-03 EP EP09014996A patent/EP2333159B1/en not_active Not-in-force
- 2009-12-03 DK DK09014996.4T patent/DK2333159T3/en active
- 2009-12-03 AT AT09014996T patent/ATE554231T1/en active
- 2009-12-03 PL PL09014996T patent/PL2333159T3/en unknown
- 2009-12-03 ES ES09014996T patent/ES2384448T3/en active Active
-
2010
- 2010-12-02 WO PCT/EP2010/007327 patent/WO2011066973A1/en active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1276678B (en) | 1963-05-09 | 1968-09-05 | Neher Maschinenfabrik Stahl U | Guardrail for streets, where the bars are attached to the post via deformable bow-like intermediate pieces |
NL6612923A (en) | 1965-12-02 | 1967-06-05 | ||
EP1627956A1 (en) | 2004-08-16 | 2006-02-22 | SPIG Schutzplanken-Produktions-Gesellschaft mbH & Co.KG | Guardrail road barrier |
DE202006010573U1 (en) | 2006-07-06 | 2006-09-07 | Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg | Steel crash barrier rail has W-shaped cross-section with central trough and peaks on either side, upper and lower edges of rail being made up of base section and outer section |
EP2088246A2 (en) | 2008-02-05 | 2009-08-12 | Juan Maria Uriarte Gonzalez | Anchor arm for a motorcyclist protection system applicable to safety barriers with two waves |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011055960A1 (en) | 2011-12-02 | 2013-06-06 | Heintzmann Sicherheitssysteme Gmbh & Co. Kg | Restraint system for arranging beside track for e.g. vehicle, has protective barrier comprising protective boards that are interconnected with each other, and posts comprising regions having mutually different strength properties |
DE102011055959A1 (en) | 2011-12-02 | 2013-06-06 | Heintzmann Sicherheitssysteme Gmbh & Co. Kg | Vehicle restraint system for arrangement beside carriageway, has intermediate section having regions which comprise material properties that are altered from original material characteristics of intermediate section |
DE102011055960B4 (en) * | 2011-12-02 | 2018-04-12 | Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG | Vehicle restraint system |
EP2952630A1 (en) | 2014-06-04 | 2015-12-09 | SGGT Strassenausstattungen GmbH | Vehicle retention system |
DE102014107874A1 (en) | 2014-06-04 | 2015-12-17 | SGGT Straßenausstattungen GmbH | Vehicle restraint system |
KR102185578B1 (en) * | 2020-03-24 | 2020-12-02 | 주식회사 국제에스티 | Guard rail reinforcement structure for shock absorption and climb-over prevention |
Also Published As
Publication number | Publication date |
---|---|
DK2333159T3 (en) | 2012-07-09 |
EP2333159B1 (en) | 2012-04-18 |
PL2333159T3 (en) | 2012-08-31 |
ATE554231T1 (en) | 2012-05-15 |
ES2384448T3 (en) | 2012-07-05 |
WO2011066973A1 (en) | 2011-06-09 |
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