EP2730700B1 - Vehicle restraint system for fitting to a bridge structure - Google Patents

Description

The invention relates to a vehicle restraint system for arrangement on a bridge structure according to the features in the preamble of claim 1.

Such a vehicle restraint system counts within the scope of DE 103 18 357 B4 to the state of the art. It comprises a steel guideway, which consists of guide rails in batches. The baffles each consist of a trapezoidal in cross-section housing with lateral Aufstandflügeln, extending above the housing spar and from the spar to the housing-spaced posts. Each barrier is provided with at least one Gleitleistenset having a coupled with a post U-shaped support shoe and a flat push element connected thereto. The thrust element in the form of a slide rail is wedge-shaped in plan view. It lies between two guide rails of a slipway that can be anchored on the bridge structure. At the wide end of the track facing the track Thrust element Querwulste are provided which cooperate with brake brackets which are longitudinally displaceable attached to the guide rails of the slide. These brake pads are contacted by the transverse beads in an impact of a motor vehicle on the Leitschwellenstrang when the pusher has covered about half of its predetermined displacement travel. Therefore, this displacement path allows a comparatively soft catch even lighter vehicles and their passing along the Leitschwellenstrang without the vehicles are thrown back into the driveway.

If the displacement path to the contact of Querwulste with the brake brackets, for example, the impact of a truck, exhausted, a further displacement of the thrust element is opposed to a resistance that can be determined by the amount of bias of the brake pads on the slide. The brake pads then move together with the pusher along the slide so that the vehicle restraint system intercepts the force of the impact of the vehicle and converts the kinetic energy into frictional, deformation and thermal energy.

Although the known vehicle restraint system has proven its worth in practice on bridge structures in practice, it has the property that it is formed of several individual parts, the production and assembly is therefore associated with a greater effort.

The invention is - based on the prior art - the object to improve the known vehicle restraint system in terms of a more economical production and easier installation.

The solution to this problem consists according to the invention in the features of claim 1.

Advantageous developments of the invention are subject matter of claims 2 to 6.

According to the invention now both the slideway and the sliding surface supported on the sliding element thrust element are formed from steel plates and connected by slots in the thrust element and holes in the slideway passing through bolt with a defined bias to each other and to the bridge structure. The Gleitleistenset is reduced in this way with respect to its individual parts to a minimum. The production cost is reduced and as a result, the assembly is simplified.

Due to the targeted large-area contact of the coupled with the U-shaped support shoe thrust element with the slide and the definable bias of the thrust element with the slide on the one hand and with the bridge structure on the other hand via slots in the thrust element and holes in the slide passing bolts, the vehicle restraint system on a Anchored bridge structure that even trucks of the highest weight class of about 40 tons properly under limited arcuate deflection of the Leitschwellenstrangs along this led and are not thrown back into the driveway. It is also avoided that a bridge cap, which is usually fastened on the bridge structure, is torn off the bridge structure in the event of a vehicle impact. But even in a collision of passenger cars (cars) of smaller size of the required by the Federal Highway Research Institute (BASt) ASI value, ie. H. the braking delay, respected. Accordingly, even with lighter cars, the vehicle restraint system according to the invention is always at least limitedly displaced under any impact angle, so that the impact energy is converted into friction and / or deformation energy and heat energy.

The pusher expediently has the same width as the slide.

Preferably, two spaced apart aligned slots are provided on each side of the support shoe, which are then interspersed in each case by a bolt. Consequently, thrust element and Slideway defined by means of only four bolts with each other and on the bridge structure with bias, so that each new Gleitleistenset at a Leitschwelle consists only of the associated with the support shoe pusher, the slide and the four bolts.

It is also advantageous that the support shoe is connected at the end facing a track via two bolts and at the opposite end via a bolt with the thrust element. This design benefits from the fact that each threshold of the Leitschwellenstrangs is designed asymmetrically with respect to their vertical central longitudinal plane to allow more space depending on the local conditions on the side facing away from the track for the displacement of the Leitschwellenstrangs in a vehicle collision. That is, the Aufstandflügel on the track side is wider than that formed on the side facing away from the track.

It is sufficient for a displacement of the Leitschwellenstrangs when the length of the thrust element corresponds to about 2/3 of the length of the slideway.

Furthermore, it makes sense for material saving reasons that the thrust element is dimensioned thicker than the slide.

Figur 1

in der Perspektive im Schema einen Ausschnitt aus einem Brückenbauwerk mit einem auf einer Brückenkappe angeordneten Fahrzeugrückhaltesystem;

Figur 2

in vergrößerter Darstellung in der Perspektive ein Detail der Figur 1 mit nur einer Leitschwelle vor ihrer Verlagerung durch ein aufprallendes Kraftfahrzeug;

Figur 3

in der Perspektive eine Leitschwelle während einer Verlagerung;

Figur 4

in der Perspektive ein Gleitleistenset einer Leitschwelle vor der Verlagerung und

Figur 5

das Gleitleistenset der Figur 4 nach der Verlagerung durch ein Kraftfahrzeug.

The invention is explained in more detail with reference to an embodiment illustrated in the drawings. Show it:

FIG. 1

in perspective in the diagram a section of a bridge structure with a arranged on a bridge cap vehicle restraint system;

FIG. 2

in an enlarged view in perspective a detail of FIG. 1 with only one threshold before its displacement by an impacting motor vehicle;

FIG. 3

in perspective, a threshold during a relocation;

FIG. 4

in perspective a Gleitleistenset a Leitschwelle before the relocation and

FIG. 5

the Gleitleistenset the FIG. 4 after relocation by a motor vehicle.

With 1 is in the FIG. 1 a part of a bridge structure made of concrete, which is provided at the edge with a vertical cross-section L-shaped bridge cap 2.

Like the FIG. 2 In the exemplary embodiment, a bridge railing 4 extends above the short vertical leg 3 of the bridge cap 2. At the lateral distance to the bridge railing 4 extends on the long horizontal leg 5 of the bridge cap 2 a vehicle restraint system 6 with a steel guidebar string 7 consisting of projectile thresholds 8. Through the Leitschwellenstrang 7 and the bridge railing 4 a service route 9 is formed for service personnel. The Leitschwellenstrang 7 limits a guideway 10 for motor vehicles eleventh

How the particular Figures 2 and 3 can show, each threshold 8 has a trapezoidal in vertical section housing 12 with side Aufstandflügeln 13, a running above the housing 12, in cross-section approximately C-shaped rail 14 and the spar 14 to the housing 12 spaced posts 15 with a likewise C-shaped Cross-section on. The posts 15 are fastened on the one hand on the upper side of the housing 12 via blanks 16 and on the other hand on an in the housing 12 just above the Aufstandflügel 13 arranged horizontal plate 16 (see also FIGS. 4 and 5 ).

In particular from the FIG. 3 It can be seen that each threshold 8 is formed so asymmetrical with respect to its vertical central longitudinal plane that the the driving path 10 facing uprising wing 13 is wider than the guideway 10 facing away from Aufstandflügel 13.

Two successive Leitschwellen 8 are connected to each other in the height range of the housing 12 via end-side connecting plates 17 and in the region of the spars 14 via C-shaped coupling pieces 18 using bolts 19. The Aufstandflügel 13 adjacent barriers 8 are screwed by coupling plates 20 together.

Each barrier 8 comprises in the region of a post 15 a Gleitleistenset 21 (see FIGS. 4 and 5 ), which has a coupled to the post 15 U-shaped support shoe 22 with the horizontal plate 16 mounted thereon and a plate-like thrust element 23 connected thereto, which is supported flat on a slide 24. Both the slide 24 and the push element 23 are formed of steel plates. The thrust element 23 and the slide 24 are connected by elongated holes 25 in the thrust element 23 and by not shown holes in the slide 24 passing through bolt 26 with a defined bias with each other and with the bridge structure 1.

On each side of the support shoe 22 preferably connected to the housing 12 by welding, two elongated holes 25 are provided at a distance one behind the other. Each slot 25 is penetrated by a bolt 26.

The support guard 22 is connected to the end 10 facing the guideway 10 via two bolts 28 and at the opposite end 29 via a bolt 30 with the thrust element 23. It also serves as a water passage, including 13 through holes 31 are provided in the uprising wings.

The length of the push element 23 corresponds to about 2/3 of the length of the slide 24, while the width of the push element 23 and slide 24 is sized equal.

The thrust element 23 is made thicker than the slideway 24.

Reference numerals:

1 -

bridge construction

2 -

bridge cap

3 -

Thighs v. 2

4 -

bridge railing

5 -

Thighs v. 2

6 -

Vehicle restraint system

7 -

A crash barrier

8th -

guide barrier

9 -

operating path

10 -

roadway

11 -

motor vehicle

12 -

casing

13 -

Riot wings

14 -

Holm

15 -

post

16 -

Horizontal plate

17 -

connecting plates

18 -

coupling pieces

19 -

bolts

20 -

coupling plates

21 -

Gleitleistenset

22 -

support shoe

23 -

push element

24 -

slipway

25 -

Long holes in 23

26 -

bolts

27 -

End of v. 22

28 -

bolts

29 -

End of v. 29

30 -

bolts

31 -

Through holes in 13

Claims (6)

1. Vehicle retaining system (6) for arranging on a bridge structure (1), comprising a steel guide barrier line (7) composed,in sections,of guide barriers (8), in which each guide barrier (8) is provided with at least one slide rail set (21), whichhas a U-shaped support shoe (22), coupled to a post (15) of the guide barrier (8), and a planar sliding element (23), which is connected to said support shoe and is displaceable, together with the guide rail line (7) and against a predeterminable resistance, transversely to the longitudinal extension of the guide barrier line (7) along a slide track (24) which can be anchored to the bridge structure (1), characterised in that both the slide track (24) and the sliding element (23) supported in a planar manner on the slide track (24) are formed of steel plates and are connected, at a defined preload, to one another and to the bridge structure (1) by means of slots (25) in the sliding element (23) and threaded bolts (26) penetrating holes in the slide track (24).
2. Vehicle retaining system according to claim 1, characterised in that two slots (25) aligned one behind the other and spaced apart from one another are provided on either side of the support shoe (22).
3. Vehicle retaining system according to either claim 1 or claim 2, characterised in that each slot (25) is penetrated by a threaded bolt (26).
4. Vehicle retaining system according to any of claims 1 to 3, characterised in that the support shoe (22) is connectedto the sliding element (23)by means of two threaded bolts (28) at the end (27) facing a carriageway (10) and by means of one threaded bolt (30) at the opposite end (29).
5. Vehicle retaining system according to any of claims 1 to 4, characterised in that the length of the sliding element (23) corresponds to approximately two thirds the length of the slide track (24).
6. Vehicle retaining system according to any of claims 1 to 5, characterised in that the sliding element (23) is thicker than the slide track (24).

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