EP2904153B1 - Restraint system and transition construction between two vehicle restraint systems having different lateral rigidity - Google Patents

Restraint system and transition construction between two vehicle restraint systems having different lateral rigidity Download PDF

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Publication number
EP2904153B1
EP2904153B1 EP13791717.5A EP13791717A EP2904153B1 EP 2904153 B1 EP2904153 B1 EP 2904153B1 EP 13791717 A EP13791717 A EP 13791717A EP 2904153 B1 EP2904153 B1 EP 2904153B1
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EP
European Patent Office
Prior art keywords
restraint system
crash barrier
wall
wall part
vehicle restraint
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EP13791717.5A
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German (de)
French (fr)
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EP2904153A1 (en
Inventor
Christian Mader
Mathias Redlberger
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Voestalpine Krems Finaltechnik GmbH
Rebloc GmbH
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Voestalpine Krems Finaltechnik GmbH
Rebloc GmbH
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Priority to PL13791717T priority Critical patent/PL2904153T3/en
Priority to SI201331148T priority patent/SI2904153T1/en
Publication of EP2904153A1 publication Critical patent/EP2904153A1/en
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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
    • 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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete

Definitions

  • the invention relates to a restraint system with two, different rigidities having vehicle restraint systems, of which one has at least one guard rail and the other at least one protective wall, and with a provided between the vehicle restraint systems transition structure.
  • Transitional constructions are known from the prior art ( DE102007016193A1 . EP2037045A2 ), whose baffle are firmly connected to the ground. Such transient structures have an exorbitantly high hazard potential, essentially due to an abrupt transition between a softer and a stiffer vehicle restraint system.
  • transition structures which have a pivotable baffle ( DE202006017431U1 ).
  • the DE202006017431 U1 further proposes to increase the rigidity of the subsequent to such a transition structure guard rail by a running along the guard rail and thus locally connected stiffening part is provided.
  • the stiffening part is finally firmly connected to a wall part of the guide wall.
  • the running opposite the stiffening part guardrail is finally firmly connected to another wall part of the baffle.
  • the wall parts connected by joints under certain impact conditions an unpredictable movement, which can even lead to a projecting in the roadway displacement of the wall parts. Just such a displacement of the transition structure in the direction of the road, it is natural to avoid due to the resulting risk potential.
  • this pivoting can inter alia lead to a hooking of the impacting vehicle with the transition structure, whereby the risk of injury to its occupants is significantly increased.
  • the invention has therefore, starting from the above-described prior art, the task of creating a transition structure in a restraint system, which can guarantee highest security despite pivotally mounted wall part.
  • the invention solves the problem set by the features of claim 1.
  • the transition structure can be forced in the event of a vehicle collision process safely in a non-critical movement.
  • the guardrail on the front or first wall part namely the entire transition structure can be streamlined, so that the leverage of the stiffening part in the entire transition structure comes into their own and thus unwanted evasive pivoting movements of parts of the transition structure can be avoided.
  • Highest retention classes can thus be achieved, especially since this streamlining of the transitional construction also allows the alignment of the traction axes of the two vehicle restraint systems.
  • Guard rail and stiffening part are therefore attached to the front wall part of the transition structure, in that essentially the loads acting on the guard rail and the stiffening part in the event of an impact are transferred to the front wall part of the guide wall.
  • This allows a comparatively high level of safety to be achieved - even with transitional constructions with wall parts which can be freely pivoted relative to the ground or ground.
  • the leverage of the stiffening part can therefore be particularly beneficial.
  • the transition structure according to the invention can therefore not only be distinguished by a high retention capacity, but can also be produced cost-effectively, because the protective barrier and reinforcing part can be fastened to a common wall part.
  • guardrail and stiffening part are attached to the same longitudinal side of the wall part. In addition, simplify the assembly of the transition structure.
  • the lever action of the stiffening part can be improved if the guard rail and the stiffening part are fastened to mounting areas offset in the longitudinal direction of the wall part.
  • An attachment of the stiffening part upstream of the protective barrier can in fact be used for an increased lever deflection of the wall part, whereby the risk of entanglement of the impacting vehicle and of the transitional structure or of the vehicle restraint system can be reduced.
  • the orientation of the traction axes of the two vehicle restraint systems can be improved.
  • the stiffening part emanating from the front wall part can extend only partially over the length of the transitional construction, so as not to significantly impair the properties of the protective barrier during the formation of the deformation.
  • the guardrail can absorb as a tension element, the kinetic energy of the impacting vehicle even in the transition region between the two vehicle restraint systems comparatively well.
  • the transition structure according to the invention can therefore combine the advantages of a particularly high retention capacity and high occupant safety.
  • the wall part has a bevel, which starts from the front side of the wall part facing the vehicle restraint system and extends to the roadside longitudinal side, the risk of entanglement of an impacting vehicle with the transition structure, in particular the wall part, can be significantly reduced.
  • stiffening part designed as an open hollow profile lies with its two profile legs on the open profile of the protective barrier, not only can compact structural conditions be created, but also more uniform deformation conditions can be ensured at the transitional structure.
  • U-profiles can be special for this purpose.
  • a linear bearing can be provided - this can act almost independently of the impact deformation of the guardrail as a rigid lever on the wall part of the stiffening part. With a safe offset of the wall portion on the side facing away from traffic can therefore be expected.
  • the distance between the posts in the area of the transitional structure is less than the distance between the posts of the vehicle restraint system with the guardrail, a smoother transition between the two stiffnesses of the vehicle restraint system can be ensured.
  • the lever function of the stiffening part can remain unimpaired.
  • the risk of entanglement of the impacting vehicle and transitional construction can be further reduced if the mounting portions of the wall portion are set back relative to the foot area. An aligned boundary can be created in this way.
  • the transition structure can be increased in a structurally simple manner by several, preferably via pivot bearings adjoining, wall parts are provided. In addition, an increased containment level can be ensured by the transition structure.
  • the invention can stand out from the prior art, when between two, different lateral stiffnesses having vehicle restraint systems, a transitional construction is used to form a coherent restraint system. In particular, even if the vehicle restraint systems have offset traction axes.
  • transition structure 1 is provided between two vehicle restraint systems 2 and 3, which have different lateral stiffnesses.
  • This is essentially achieved by having one vehicle restraint system 2 as a passive restraint system made of metal (eg steel) and the other vehicle restraint system 3 as a passive restraint system made of concrete.
  • a protective barrier 4 is shown, which is fastened via posts 5 in the ground 6.
  • posts 5 in the ground 6.
  • a concrete part of the protective wall 7 is shown.
  • the transition structure 1 now connects the two vehicle restraint systems 2 and 3 functionally with each other.
  • the transition structure inter alia, a guide wall 8, which is fixed to the protective wall 7 of the vehicle restraint system 3 via a pivot bearing 9 (fixed bearing).
  • the guide wall 8 of the transitional structure 1 can be displaced about an axis normal to the longitudinal extent 10 relative to the ground 6 or the protective wall 7 of the vehicle restraint system 3.
  • the guide wall 8 is formed of three wall parts 11, 12 and 12, of which two, namely wall part 11 and 12, have different structural characteristics. In general, however, is quite conceivable that the guide wall 8 consists only of a wall portion 11, which has not been shown in detail.
  • the guardrail 4, which extends from the vehicle restraint system 2 to the transitional structure 1, is also fixedly connected to the guide wall 8 or fastened by fastening means 13 (eg screws) on the wall part 11 or front wall part 11 in the direction of travel. Clamping), like this after the Fig. 2 better can be recognized.
  • the transitional structure 1 is also provided with a stiffening part 14 in order to change the rigidity of the protective barrier 4 in regions.
  • the stiffening member 14 extends both in sections along the protective barrier 4, as well as sections between the wall portion 11 and the protective barrier 4.
  • the stiffening member 14 is fixedly connected via fastening means 22 to the wall portion 11 and clamped there.
  • the guard rail 4 and the stiffening part 14 are fastened to the front wall part 11, so that a common restraint is formed here.
  • the front wall part 11 In the event of an impact occurs first by taking advantage of the tensile forces of the protective barrier 4 a streamlining of the transition structure 1 a. Any mechanical tolerances or any other elasticities of the transition structure 1 can be compensated particularly well before a lever-related pivotal movement of the transition structure 1 occurs.
  • the leverage of the stiffening member 14 thus acts on a guide wall 8, which thus allows no evasive movement of their parts in the direction of the road. A transition structure 1 with an excellent containment class is created.
  • protective barrier 4 and stiffening member 14 are attached to the wall portion 11 at their own mounting areas 15 and 16. These mounting portions 15 and 16 are offset in the longitudinal direction of the wall portion 11 so as to increase the leverage of the stiffening member 14. To improve the leverage effect and the alignment of the traction axes alignment guard 4 and stiffening member 14 are secured to the same longitudinal side 17 of the wall portion 11.
  • Fig. 1 can be removed, the stiffening part 14, which starts from the front wall portion 11 extends only partially over the length of the transition structure in front of the front wall portion 11.
  • the stiffener can be made stiffer, thereby exerting increased leverage on the front wall portion 11.
  • the front wall part 11 has a chamfer 18, which starts from the vehicle restraint system 2 with the protective barrier 4 facing end face 19 of the wall part 11 and the roadway side longitudinal side 17 extends. This serves to reduce the risk of entanglement with impacting vehicles.
  • Fig. 4 can be removed, the guardrail 4 with respect to the stiffening member 14 is made wider and covers this broadside.
  • the stiffening member 14 thus provides no external attack surface, which reduces the risk of injury.
  • stiffening member 14 is connected to the guardrail 4 via a linear bearing 20 which allows a linear relative movement between the stiffening member 14 and guard rail 4 in an impact.
  • fasteners 24, z As screws, in slots 25 of the guardrail 4 a.
  • the lever action of the stiffening part 14 remains intact, in particular, even if an impact occurs in the vicinity of the wall part 11.
  • the distance between the posts 5 in the region of the transitional structure 1 with respect to Distance between the posts 5 of the vehicle restraint system 2 with the guardrail 4 is lower and substantially constant.
  • the mounting areas 15, 16 of the wall part 11 are set back in relation to its foot region 21 in order to avoid protrusion into the roadway or to create an aligned boundary.
  • the transitional structure 1 also still has, as in Fig. 1 to recognize a lower guide rail 26.
  • transition structure 1 after the Fig. 1 can also be applied in reverse order by being arranged according to a vehicle restraint system 3 with a protective wall 7 and connected to a vehicle restraint system 2 with a protective barrier 4.

Description

Technisches GebietTechnical area

Die Erfindung betrifft ein Rückhaltesystem mit zwei, unterschiedliche Steifigkeiten aufweisenden Fahrzeugrückhaltesystemen, von denen das eine mindestens eine Schutzplanke und das andere mindestens eine Schutzwand aufweist, und mit einer zwischen den Fahrzeugrückhaltesystemen vorgesehenen Übergangskonstruktion.The invention relates to a restraint system with two, different rigidities having vehicle restraint systems, of which one has at least one guard rail and the other at least one protective wall, and with a provided between the vehicle restraint systems transition structure.

Stand der TechnikState of the art

Aus dem Stand der Technik sind Übergangskonstruktionen bekannt ( DE102007016193A1 , EP2037045A2 ), deren Leitwand mit dem Untergrund fest verbunden sind. Bei solchen Übergangskonstruktionen besteht ein exorbitant hohes Gefahrenpotenzial, im Wesentlichen begründet durch einen abrupten Übergang zwischen einem weicheren und einem steifen Fahrzeugrückhaltesystem.Transitional constructions are known from the prior art ( DE102007016193A1 . EP2037045A2 ), whose baffle are firmly connected to the ground. Such transient structures have an exorbitantly high hazard potential, essentially due to an abrupt transition between a softer and a stiffer vehicle restraint system.

Daher sind aus dem Stand der Technik Übergangskonstruktionen bekannt, die eine verschwenkbare Leitwand aufweisen ( DE202006017431U1 ). Die DE202006017431 U1 schlägt weiter vor, die Steifigkeit der an solch eine Übergangskonstruktion anschließenden Schutzplanke zu erhöhen, indem ein entlang der Schutzplanke verlaufendes und damit stellenweise verbundenes Versteifungsteil vorgesehen wird. Das Versteifungsteil ist abschließend an einem Wandteil der Leitwand fest verbunden. Die gegenüber dem Versteifungsteil weiterlaufende Schutzplanke ist hingegen mit einem anderen Wandteil der Leitwand abschließend fest verbunden.Therefore, from the prior art transition structures are known which have a pivotable baffle ( DE202006017431U1 ). The DE202006017431 U1 further proposes to increase the rigidity of the subsequent to such a transition structure guard rail by a running along the guard rail and thus locally connected stiffening part is provided. The stiffening part is finally firmly connected to a wall part of the guide wall. The running opposite the stiffening part guardrail, however, is finally firmly connected to another wall part of the baffle.

Nachteilig zeigten die über Gelenke verbundenen Wandteile bei bestimmten Aufprallbedingungen einen unvorhersehbaren Bewegungsablauf, der sogar zu einer in die Fahrbahn vorstehenden Verlagerung der Wandteile führen kann. Gerade solch ein Verschieben der Übergangskonstruktion in Richtung Fahrbahn gilt es natürlich aufgrund des dadurch entstehenden Gefahrenpotentials zu vermeiden. Zudem kann dieses Einschwenken unter anderem zu einem Verhaken des aufprallenden Fahrzeugs mit der Übergangskonstruktion führen, wodurch die Verletzungsgefahr für dessen Insassen erheblich gesteigert wird.Disadvantageously, the wall parts connected by joints under certain impact conditions an unpredictable movement, which can even lead to a projecting in the roadway displacement of the wall parts. Just such a displacement of the transition structure in the direction of the road, it is natural to avoid due to the resulting risk potential. In addition, this pivoting can inter alia lead to a hooking of the impacting vehicle with the transition structure, whereby the risk of injury to its occupants is significantly increased.

Darstellung der ErfindungPresentation of the invention

Die Erfindung hat sich daher ausgehend vom eingangs geschilderten Stand der Technik die Aufgabe gestellt, bei einem Rückhaltesystem eine Übergangskonstruktion zu schaffen, die trotz verschwenkbar gelagertem Wandteil höchste Sicherheiten garantieren kann.The invention has therefore, starting from the above-described prior art, the task of creating a transition structure in a restraint system, which can guarantee highest security despite pivotally mounted wall part.

Die Erfindung löst die gestellte Aufgabe durch die Merkmale des Anspruchs 1.The invention solves the problem set by the features of claim 1.

Sind Schutzplanke und Versteifungsteil an derselben fahrbahnseitigen Längsseite des vorderen Wandteils der Leitwand befestigt, kann die Übergangskonstruktion im Falle eines Fahrzeugaufpralls verfahrenssicher in einen unkritischen Bewegungsablauf gezwungen werden. Durch die Zugbandwirkung der Schutzplanke auf das vordere bzw. erste Wandteil kann nämlich die ganze Übergangskonstruktion gestrafft werden, sodass die Hebelwirkung des Versteifungsteils bei der gesamten Übergangskonstruktion zur Geltung kommt und damit unerwünschte ausweichende Schwenkbewegungen von Teilen der Übergangskonstruktion vermieden werden können. Höchste Aufhalteklassen können damit erreicht werden, zumal durch diese Straffung der Übergangskonstruktion auch die Ausrichtung der Zugachsen der beiden Fahrzeugrückhaltesysteme ermöglicht werden kann. Schutzplanke und Versteifungsteil sind daher derart am vorderen Wandteil der Übergangskonstruktion befestigt, dass sich im Wesentlichen die im Falle eines Aufpralls auf Schutzplanke und Versteifungsteil wirkenden Lasten auf das vordere Wandteil der Leitwand abtragen. Damit kann eine vergleichsweise hohe Sicherheit - selbst bei Übergangskonstruktionen mit gegenüber dem Boden bzw. Erdreich frei verschwenkbaren Wandteilen - erreicht werden. Die Hebelwirkung des Versteifungsteils kann daher besonders zu Geltung kommen. Die erfindungsgemäße Übergangskonstruktion kann sich daher gegenüber dem Stand der Technik nicht nur durch ein hohes Rückhaltevermögen auszeichnen, sondern auch kostengünstig hergestellt werden, weil Schutzplanke und Verstärkungsteil an einem gemeinsamen Wandteil befestigt werden können.
Um die gewünschte hebelbedingte Ausweichbewegung des Wandteils sicherzustellen, sind Schutzplanke und Versteifungsteil an derselben Längsseite des Wandteils befestigt. Zusätzlich vereinfachen sich damit die Montageverhältnisse an der Übergangskonstruktion.Are guard rail and stiffening part attached to the same side of the road-side longitudinal side of the front wall portion of the baffle, the transition structure can be forced in the event of a vehicle collision process safely in a non-critical movement. By Zugbandwirkung the guardrail on the front or first wall part namely the entire transition structure can be streamlined, so that the leverage of the stiffening part in the entire transition structure comes into their own and thus unwanted evasive pivoting movements of parts of the transition structure can be avoided. Highest retention classes can thus be achieved, especially since this streamlining of the transitional construction also allows the alignment of the traction axes of the two vehicle restraint systems. Guard rail and stiffening part are therefore attached to the front wall part of the transition structure, in that essentially the loads acting on the guard rail and the stiffening part in the event of an impact are transferred to the front wall part of the guide wall. This allows a comparatively high level of safety to be achieved - even with transitional constructions with wall parts which can be freely pivoted relative to the ground or ground. The leverage of the stiffening part can therefore be particularly beneficial. Compared with the prior art, the transition structure according to the invention can therefore not only be distinguished by a high retention capacity, but can also be produced cost-effectively, because the protective barrier and reinforcing part can be fastened to a common wall part.
In order to ensure the desired lever-related evasive movement of the wall part, guardrail and stiffening part are attached to the same longitudinal side of the wall part. In addition, simplify the assembly of the transition structure.

Einfache Konstruktionsverhältnisse bei reduziertem Materialaufwand können sich zudem ergeben, wenn die Schutzplanke und das Versteifungsteil am vorderen Wandteil der Leitwand endbefestigt sind.Simple construction conditions with reduced material costs can also result if the guard rail and the stiffening part are permanently fastened to the front wall part of the guide wall.

Die Hebelwirkung des Versteifungsteils kann verbessert werden, wenn Schutzplanke und Versteifungsteil an in Längsrichtung des Wandteils versetzten Montagebereichen befestigt sind. Eine derart zur Schutzplanke vorgelagerte Befestigung des Versteifungsteils kann nämlich für eine erhöhte Hebelauslenkung des Wandteils genutzt werden, wodurch sich die Gefahr eines Verhakens des anprallenden Fahrzeugs und der Übergangskonstruktion bzw. des Fahrzeugrückhaltesystems verringern kann. Zudem kann damit im Falle eines Anpralls die Ausrichtung der Zugachsen der beiden Fahrzeugrückhaltesysteme verbessert werden.The lever action of the stiffening part can be improved if the guard rail and the stiffening part are fastened to mounting areas offset in the longitudinal direction of the wall part. An attachment of the stiffening part upstream of the protective barrier can in fact be used for an increased lever deflection of the wall part, whereby the risk of entanglement of the impacting vehicle and of the transitional structure or of the vehicle restraint system can be reduced. In addition, in the event of an impact, the orientation of the traction axes of the two vehicle restraint systems can be improved.

Das vom vorderen Wandteil ausgehende Versteifungsteil kann sich nur teilweise über die Länge der Übergangskonstruktion erstrecken, um damit die Eigenschaften der Schutzplanke bei Ausbildung der Deformation nicht wesentlich zu beeinträchtigen.The stiffening part emanating from the front wall part can extend only partially over the length of the transitional construction, so as not to significantly impair the properties of the protective barrier during the formation of the deformation.

Die Schutzplanke kann damit als Zugelement die kinetische Energie des anprallenden Fahrzeugs selbst im Übergangsbereich zwischen den beiden Fahrzeugrückhaltesystemen vergleichsweise gut aufnehmen. Die erfindungsgemäße Übergangskonstruktion kann daher die Vorteile eines besonders hohen Aufhaltevermögens und einer hohen Insassensicherheit vereinen.The guardrail can absorb as a tension element, the kinetic energy of the impacting vehicle even in the transition region between the two vehicle restraint systems comparatively well. The transition structure according to the invention can therefore combine the advantages of a particularly high retention capacity and high occupant safety.

Weist das Wandteil eine Abschrägung auf, die von der dem Fahrzeugrückhaltesystem mit der Schutzplanke zugewandten Stirnseite des Wandteils ausgeht und zur fahrbahnseitigen Längsseite verläuft, kann die Gefahr des Verhakens eines anprallenden Fahrzeugs mit der Übergangskonstruktion, insbesondere dem Wandteil, deutlich vermindert werden.If the wall part has a bevel, which starts from the front side of the wall part facing the vehicle restraint system and extends to the roadside longitudinal side, the risk of entanglement of an impacting vehicle with the transition structure, in particular the wall part, can be significantly reduced.

Eine unerwünschte direkte Berührung des Versteifungsteils mit anprallenden Fahrzeugen kann vermieden werden, wenn die Schutzplanke gegenüber dem Versteifungsteil breiter ausgeführt ist und dieses breitseitig abdeckt.An undesirable direct contact of the stiffening part with impacting vehicles can be avoided if the protective barrier is made wider with respect to the stiffening part and covers it on the broad side.

Liegt das als offenes Hohlprofil ausgeführte Versteifungsteil mit seinen beiden Profilschenkeln am offenen Profil der Schutzplanke an, können nicht nur kompakte Bauverhältnisse geschaffen, sondern auch gleichmäßigere Deformationsverhältnisse an der Übergangskonstruktion sichergestellt werden. U-Profile können sich hierzu besonders auszeichnen.If the stiffening part designed as an open hollow profile lies with its two profile legs on the open profile of the protective barrier, not only can compact structural conditions be created, but also more uniform deformation conditions can be ensured at the transitional structure. U-profiles can be special for this purpose.

Zwischen Versteifungsteil und Schutzplanke kann ein Linearlager vorgesehen sein - dadurch kann das Versteifungsteil nahezu unabhängig von der Aufprallverformung der Schutzplanke als starrer Hebel auf das Wandteil wirken. Mit einem sicheren Versatz des Wandteils auf die verkehrsabgewandte Seite kann daher gerechnet werden.Between stiffening part and guardrail, a linear bearing can be provided - this can act almost independently of the impact deformation of the guardrail as a rigid lever on the wall part of the stiffening part. With a safe offset of the wall portion on the side facing away from traffic can therefore be expected.

Konstruktive Einfachheit hinsichtlich einer Ausbildung des Linearlagers kann erreicht werden, wenn das Linearlager von mindestens einem in ein Langloch der Schutzplanke eingreifenden Verbindungselement ausgebildet wird, das Versteifungsteil und Schutzplanke miteinander verbindet. Da im Falle eines Aufpralls mit einer plastischen Deformation der Langlöcher gerechnet werden kann, kann außerdem eine erhöhte Relativbewegung zwischen Versteifungsteil und Schutzplanke zugelassen werden, um damit die Hebelwirkung des Versteifungsteils zu unterstützen.Constructive simplicity with respect to a design of the linear bearing can be achieved if the linear bearing is formed by at least one engaging in a slot of the guardrail connecting element, the stiffening part and guardrail together. As in the case of an impact with a plastic Deformation of the slots can be expected, also an increased relative movement between the stiffening part and the guardrail can be allowed in order to support the leverage of the stiffening part.

Ist der Abstand zwischen den Pfosten im Bereich der Übergangskonstruktion gegenüber dem Abstand zwischen den Pfosten des Fahrzeugrückhaltesystems mit der Schutzplanke geringer, kann ein gleichmäßigerer Übergang zwischen den beiden Steifigkeiten des Fahrzeugrückhaltesystems sichergestellt werden. Dadurch, dass die Abstände jedoch im Wesentlichen gleichbleiben, kann die Hebelfunktion des Versteifungsteils unbeeinträchtigt bleiben.If the distance between the posts in the area of the transitional structure is less than the distance between the posts of the vehicle restraint system with the guardrail, a smoother transition between the two stiffnesses of the vehicle restraint system can be ensured. However, due to the fact that the distances remain essentially the same, the lever function of the stiffening part can remain unimpaired.

Die Gefahr eines Verhakens vom anprallenden Fahrzeug und Übergangskonstruktion kann weiter vermindert werden, wenn die Montagebereiche des Wandteils gegenüber dessen Fußbereich zurückversetzt angeordnet sind. Eine fluchtende Begrenzung kann so geschaffen werden.The risk of entanglement of the impacting vehicle and transitional construction can be further reduced if the mounting portions of the wall portion are set back relative to the foot area. An aligned boundary can be created in this way.

Die Übergangskonstruktion kann auf konstruktiv einfache Weise vergrößert werden, indem mehrere, vorzugsweise über Schwenklager aneinander anschließende, Wandteile vorgesehen sind. Außerdem kann so von der Übergangskonstruktion eine erhöhte Aufhaltestufe sichergestellt werden.The transition structure can be increased in a structurally simple manner by several, preferably via pivot bearings adjoining, wall parts are provided. In addition, an increased containment level can be ensured by the transition structure.

Besonders kann sich die Erfindung gegenüber dem Stand der Technik abheben, wenn zwischen zwei, unterschiedliche seitliche Steifigkeiten aufweisenden Fahrzeugrückhaltesystemen eine Übergangskonstruktion verwendet wird, um damit ein zusammenhängendes Rückhaltesystem auszubilden. Insbesondere auch dann, wenn die Fahrzeugrückhaltesysteme zueinander versetzte Zugachsen aufweisen.In particular, the invention can stand out from the prior art, when between two, different lateral stiffnesses having vehicle restraint systems, a transitional construction is used to form a coherent restraint system. In particular, even if the vehicle restraint systems have offset traction axes.

Kurze Beschreibung der ZeichnungShort description of the drawing

In den Figuren ist beispielsweise der Erfindungsgegenstand anhand eines Ausführungsbeispiels dargestellt. Es zeigen

  • Fig. 1 eine Seitenansicht auf eine Ãœbergangskonstruktion,
  • Fig. 2 eine vergrößerte Ansicht der Fig. 1,
  • Fig. 3 eine Draufsicht auf die Fig. 2,
  • Fig. 4 eine Schnittansicht nach IV-IV der Fig. 1,
  • Fig. 5 eine Schnittansicht nach V-V der Fig. 1 und
  • Fig. 6 eine Schnittansicht nach VI-VI der Fig. 1.
In the figures, for example, the subject invention is illustrated using an exemplary embodiment. Show it
  • Fig. 1 a side view of a transitional construction,
  • Fig. 2 an enlarged view of the Fig. 1 .
  • Fig. 3 a top view of the Fig. 2 .
  • Fig. 4 a sectional view according to IV-IV of Fig. 1 .
  • Fig. 5 a sectional view according to VV of Fig. 1 and
  • Fig. 6 a sectional view according to VI-VI of Fig. 1 ,

Weg zur Ausführung der ErfindungWay to carry out the invention

Die beispielsweise nach der Fig. 1 dargestellte Übergangskonstruktion 1 ist zwischen zwei Fahrzeugrückhaltesystemen 2 und 3 vorgesehen, die unterschiedliche seitliche Steifigkeiten aufweisen. Dies im Wesentlichen dadurch, dass das eine Fahrzeugrückhaltesystemen 2 als passives Rückhaltesystem aus Metall (z. B. Stahl) und das andere Fahrzeugrückhaltesystemen 3 als passives Rückhaltesystem aus Beton ausgeführt ist. Vom Fahrzeugrückhaltesystem 2 wird eine Schutzplanke 4 gezeigt, die über Pfosten 5 im Erdreich 6 befestigt ist. Vom Fahrzeugrückhaltesystem 3 ist beispielsweise ein Betonteil der Schutzwand 7 dargestellt. Die Übergangskonstruktion 1 verbindet nun die beiden Fahrzeugrückhaltesysteme 2 und 3 funktional miteinander. Zu diesem Zweck weist die Übergangskonstruktion 1 unter anderem eine Leitwand 8 auf, die an der Schutzwand 7 des Fahrzeugrückhaltesystems 3 über ein Schwenklager 9 (Festlager) befestigt ist. Sohin kann die Leitwand 8 der Übergangskonstruktion 1 um eine zur Längserstreckung normalen Achse 10 gegenüber dem Erdreich 6 bzw. der Schutzwand 7 des Fahrzeugrückhaltesystems 3 verlagert werden. Die Leitwand 8 wird aus drei Wandteilen 11, 12 und 12 gebildet, wovon zwei, nämlich Wandteil 11 und 12, unterschiedliche konstruktive Ausprägungen aufweisen. Im Allgemeinen ist jedoch durchaus vorstellbar, dass die Leitwand 8 nur aus einem Wandteil 11 besteht, was nicht näher dargestellt worden ist.
Die Schutzplanke 4, die vom Fahrzeugrückhaltesystem 2 zur Übergangskonstruktion 1 verläuft, ist ebenso an der Leitwand 8 fest verbunden bzw. über Befestigungsmittel 13 (z. B. Schrauben) am in Fahrtrichtung ersteren Wandteil 11 bzw. vorderen Wandteil 11 befestigt bzw. dort eingespannt (Einspannung), wie dies nach der Fig. 2 besser erkannt werden kann. Die Übergangskonstruktion 1 ist auch mit einem Versteifungsteil 14 versehen, um damit die Steifigkeit der Schutzplanke 4 bereichsweise zu verändern. Damit ist unter anderem ein gleichmäßigerer Übergang zwischen der Steifigkeit des Fahrzeugrückhaltesystems 2 und der dazu erhöhten Steifigkeit des Fahrzeugrückhaltesystems 3 gegeben. Zu diesem Zweck verläuft das Versteifungsteil 14 sowohl abschnittsweise entlang der Schutzplanke 4, als auch abschnittsweise zwischen dem Wandteil 11 und der Schutzplanke 4. Außerdem ist das Versteifungsteil 14 über Befestigungsmittel 22 mit dem Wandteil 11 fest verbunden bzw. dort eingespannt.For example, after the Fig. 1 illustrated transition structure 1 is provided between two vehicle restraint systems 2 and 3, which have different lateral stiffnesses. This is essentially achieved by having one vehicle restraint system 2 as a passive restraint system made of metal (eg steel) and the other vehicle restraint system 3 as a passive restraint system made of concrete. From the vehicle restraint system 2, a protective barrier 4 is shown, which is fastened via posts 5 in the ground 6. From the vehicle restraint system 3, for example, a concrete part of the protective wall 7 is shown. The transition structure 1 now connects the two vehicle restraint systems 2 and 3 functionally with each other. For this purpose, the transition structure 1, inter alia, a guide wall 8, which is fixed to the protective wall 7 of the vehicle restraint system 3 via a pivot bearing 9 (fixed bearing). Thus, the guide wall 8 of the transitional structure 1 can be displaced about an axis normal to the longitudinal extent 10 relative to the ground 6 or the protective wall 7 of the vehicle restraint system 3. The guide wall 8 is formed of three wall parts 11, 12 and 12, of which two, namely wall part 11 and 12, have different structural characteristics. In general, however, is quite conceivable that the guide wall 8 consists only of a wall portion 11, which has not been shown in detail.
The guardrail 4, which extends from the vehicle restraint system 2 to the transitional structure 1, is also fixedly connected to the guide wall 8 or fastened by fastening means 13 (eg screws) on the wall part 11 or front wall part 11 in the direction of travel. Clamping), like this after the Fig. 2 better can be recognized. The transitional structure 1 is also provided with a stiffening part 14 in order to change the rigidity of the protective barrier 4 in regions. Thus, among other things, a more uniform transition between the rigidity of the vehicle restraint system 2 and the increased rigidity of the vehicle restraint system 3 is given. For this purpose, the stiffening member 14 extends both in sections along the protective barrier 4, as well as sections between the wall portion 11 and the protective barrier 4. In addition, the stiffening member 14 is fixedly connected via fastening means 22 to the wall portion 11 and clamped there.

Um nun eine vorteilhafte Übertragung von aufprallbedingten Kräften von einem Fahrzeugrückhaltesystem 2 auf das andere Fahrzeugrückhaltesystem 3 sicherstellen, sind erfindungsgemäß die Schutzplanke 4 und das Versteifungsteil 14 am vorderen Wandteil 11 befestigt, sodass sich hier eine gemeinsame Einspannung ausbildet. Im Falle eines Aufpralls tritt zunächst unter Ausnützung der Zugkräfte der Schutzplanke 4 eine Straffung der Übergangskonstruktion 1 ein. Eventuelle mechanische Toleranzen bzw. eventuelle andere Elastizitäten der Übergangskonstruktion 1 können dadurch besonders gut ausgeglichen werden, bevor eine hebelbedingte Schwenkbewegung der Übergangskonstruktion 1 eintritt. Die Hebelwirkung des Versteifungsteils 14 wirkt somit auf eine Leitwand 8, die somit keine Ausweichbewegung ihrer Teile in Fahrbahnrichtung zulässt. Eine Übergangskonstruktion 1 mit einer ausgezeichneten Aufhalteklasse ist so geschaffen.In order to ensure an advantageous transmission of impact-related forces from one vehicle restraint system 2 to the other vehicle restraint system 3, according to the invention the guard rail 4 and the stiffening part 14 are fastened to the front wall part 11, so that a common restraint is formed here. In the event of an impact occurs first by taking advantage of the tensile forces of the protective barrier 4 a streamlining of the transition structure 1 a. Any mechanical tolerances or any other elasticities of the transition structure 1 can be compensated particularly well before a lever-related pivotal movement of the transition structure 1 occurs. The leverage of the stiffening member 14 thus acts on a guide wall 8, which thus allows no evasive movement of their parts in the direction of the road. A transition structure 1 with an excellent containment class is created.

Wie insbesondere der Fig. 3 zu entnehmen, sind Schutzplanke 4 und Versteifungsteil 14 am Wandteil 11 an eigenen Montagebereichen 15 und 16 befestigt. Diese Montagebereiche 15 und 16 sind in Längsrichtung des Wandteils 11 versetzt, um damit die Hebelwirkung des Versteifungsteils 14 zu erhöhen. Zur Verbesserung der Hebelwirkung und zur fluchtenden Ausrichtung der Zugachsen sind Schutzplanke 4 und Versteifungsteil 14 an derselben Längsseite 17 des Wandteils 11 befestigt.How the particular Fig. 3 can be seen, protective barrier 4 and stiffening member 14 are attached to the wall portion 11 at their own mounting areas 15 and 16. These mounting portions 15 and 16 are offset in the longitudinal direction of the wall portion 11 so as to increase the leverage of the stiffening member 14. To improve the leverage effect and the alignment of the traction axes alignment guard 4 and stiffening member 14 are secured to the same longitudinal side 17 of the wall portion 11.

Wie der Fig. 1 entnommen werden kann, erstreckt sich das Versteifungsteil 14, das vom vorderen Wandteil 11 ausgeht, nur teilweise über die Länge der Übergangskonstruktion vor dem vorderen Wandteil 11. Das Versteifungsteil kann dadurch steifer ausgeführt werden, um damit erhöhte Hebelkräfte auf das vordere Wandteil 11 auszuüben.Again Fig. 1 can be removed, the stiffening part 14, which starts from the front wall portion 11 extends only partially over the length of the transition structure in front of the front wall portion 11. The stiffener can be made stiffer, thereby exerting increased leverage on the front wall portion 11.

Das vordere Wandteil 11 weist eine Abschrägung 18 auf, die von der dem Fahrzeugrückhaltesystem 2 mit der Schutzplanke 4 zugewandten Stirnseite 19 des Wandteils 11 ausgeht und zur fahrbahnseitigen Längsseite 17 verläuft. Dies dient der Verminderung der Gefahr eines Verhakens mit anprallenden Fahrzeugen.The front wall part 11 has a chamfer 18, which starts from the vehicle restraint system 2 with the protective barrier 4 facing end face 19 of the wall part 11 and the roadway side longitudinal side 17 extends. This serves to reduce the risk of entanglement with impacting vehicles.

Wie der Fig. 4 entnommen werden kann, ist die Schutzplanke 4 gegenüber dem Versteifungsteil 14 breiter ausgeführt und deckt dieses breitseitig ab. Das Versteifungsteil 14 bietet somit keine äußere Angriffsfläche, wodurch sich die Verletzungsgefahr verringert.Again Fig. 4 can be removed, the guardrail 4 with respect to the stiffening member 14 is made wider and covers this broadside. The stiffening member 14 thus provides no external attack surface, which reduces the risk of injury.

Das als U-Profil ausgeführte Versteifungsteil 14 liegt mit seinen beiden Profilschenkeln 18 und 19 an der Schutzplanke 4 an und versteift damit diese Schutzplanke 4. Außerdem bildet die Schutzplanke 4 damit eine Gleitfläche für das Versteifungsteil 14 aus.The executed as a U-profile stiffening member 14 rests with its two profile legs 18 and 19 on the guardrail 4 and thus stiffened this guardrail 4. In addition, the guardrail 4 thus forms a sliding surface for the stiffening member 14.

Dieses Gleiten entlang der Hinterseite der Schutzplanke 4 ist deutlich verbessert, indem das Versteifungsteil 14 mit der Schutzplanke 4 über ein Linearlager 20 verbunden ist, das bei einem Aufprall eine lineare Relativbewegung zwischen Versteifungsteil 14 und Schutzplanke 4 zulässt. Hierfür greifen Verbindungselemente 24, z. B. Schrauben, in Langlöcher 25 der Schutzplanke 4 ein.This sliding along the rear of the guardrail 4 is significantly improved by the stiffening member 14 is connected to the guardrail 4 via a linear bearing 20 which allows a linear relative movement between the stiffening member 14 and guard rail 4 in an impact. For this purpose, fasteners 24, z. As screws, in slots 25 of the guardrail 4 a.

Die Hebelwirkung des Versteifungsteils 14 bleibt insbesondere auch dann intakt, wenn ein Anprall in der Nähe des Wandteils 11 stattfindet. Hierzu ist der Abstand zwischen den Pfosten 5 im Bereich der Übergangskonstruktion 1 gegenüber dem Abstand zwischen den Pfosten 5 des Fahrzeugrückhaltesystems 2 mit der Schutzplanke 4 geringer und im Wesentlichen gleichbleibend.The lever action of the stiffening part 14 remains intact, in particular, even if an impact occurs in the vicinity of the wall part 11. For this purpose, the distance between the posts 5 in the region of the transitional structure 1 with respect to Distance between the posts 5 of the vehicle restraint system 2 with the guardrail 4 is lower and substantially constant.

Die Montagebereiche 15, 16 des Wandteils 11 sind gegenüber seinem Fußbereich 21 zurückversetzt angeordnet, um damit ein Vorstehen in die Fahrbahn zu vermeiden bzw. eine fluchtende Begrenzung zu schaffen.The mounting areas 15, 16 of the wall part 11 are set back in relation to its foot region 21 in order to avoid protrusion into the roadway or to create an aligned boundary.

Zwischen den drei Wandteilen 11, 12 der Leitwand 8 sind ebenso Schwenklager 23 vorgesehen, um damit die Beweglichkeit der Leitwand 8 zu verstärken. Die Übergangskonstruktion 1 weist auch noch, wie in Fig. 1 zu erkennen, eine untere Leitschiene 26 auf.Between the three wall parts 11, 12 of the baffle 8 pivot bearings 23 are also provided so as to enhance the mobility of the baffle 8. The transitional structure 1 also still has, as in Fig. 1 to recognize a lower guide rail 26.

Im Allgemeinen wird auch erwähnt, dass die Übergangskonstruktion 1 nach der Fig. 1 auch in umgekehrter Reihenfolge Anwendung finden kann, indem diese nach einem Fahrzeugrückhaltesystem 3 mit einer Schutzwand 7 angeordnet ist und an ein Fahrzeugrückhaltesystem 2 mit einer Schutzplanke 4 anschließt.In general, it is also mentioned that the transition structure 1 after the Fig. 1 can also be applied in reverse order by being arranged according to a vehicle restraint system 3 with a protective wall 7 and connected to a vehicle restraint system 2 with a protective barrier 4.

Claims (12)

  1. Restraint system having two vehicle restraint systems (2, 3) of differing rigidities, of which the one exhibits at least one crash barrier (4) and the other at least one protective wall (7), and having a transition construction (1) provided between the vehicle restraint systems (2, 3) that exhibits a reinforcing part (14) and a guide wall (8) with an anterior wall part (11) facing towards the vehicle restraint system (2) with the crash barrier (4), wherein the guide wall (8) is movably connected to the protective wall (7) of the one vehicle restraint system (3) via a drag bearing (9) and rigidly connected to the crash barrier (4) of the other vehicle restraint system (2), wherein the anterior wall part (11) has a slope (18) and a therewith contiguous longitudinal side (17) on the roadway surface, wherein the slope (18) originates at the front face (19) of the wall part (11), said front face (19) facing towards the vehicle restraint system (2) with the crash barrier (4), and extends as far as to the longitudinal side (17) on the roadway surface, wherein the reinforcing part (14) extends both at least sectionwise along the crash barrier (4) and at least sectionwise between the anterior wall part (11) and the crash barrier (4) and is rigidly connected to the anterior wall part (11) of the guide wall (8), characterised in that the reinforcing part (14) extends at least sectionwise between the roadway-surface longitudinal side (17) of the anterior wall part (11) and the crash barrier (4), and in that crash barrier (4) and reinforcing part (14) are affixed on the same roadway-surface longitudinal side (17) of the anterior wall part (11) of the guide wall (8).
  2. Restraint system according to claim 1, characterised in that the crash barrier (4) and the reinforcing part (14) are end-affixed on the anterior wall part (11) of the guide wall (8).
  3. Restraint system according to claim 1 or 2, characterised in that crash barrier (4) and reinforcing part (14) are affixed on mounting regions (15, 16) offset in the longitudinal direction of the wall part (11).
  4. Restraint system according to any one of claims 1 to 3, characterised in that the reinforcing part (14) originating from the anterior wall part (11) extends partially over the length of the transition construction (1).
  5. Restraint system according to any one of claims 1 to 4, characterised in that the crash barrier (4) is of a broader design than the reinforcing part (14) and covers it on the broad face.
  6. Restraint system according to any one of claims 1 to 5, characterised in that the crash barrier (4) exhibits an open profile and in that the reinforcing part (14) designed as an open hollow profile lies with its two profile limbs (18, 19) in contact with the open profile of the crash barrier (4).
  7. Restraint system according to any one of claims 1 to 6, characterised in that a linear bearing (20) is provided between reinforcing part (14) and crash barrier (4).
  8. Restraint system according to claim 7, characterised in that the linear bearing (20) is formed of at least one connecting member (24) engaging into a elongate hole (25) of the crash barrier (4), said connecting member (24) reinforcing part (14) and crash barrier (4) to one another.
  9. Restraint system according to any one of claims 1 to 8, characterised in that crash barrier (4) and reinforcing part (14) are affixed on the wall part (11) in their own mounting regions (15, 16), wherein for an aligned roadway boundary the mounting regions (15, 16) of the wall part (11) are arranged set back relative to its foot region (21).
  10. Restraint system according to any one of claims 1 to 9, characterised in that a plurality of wall parts (11, 12), preferably contiguous with one another via drag bearings (23), are provided.
  11. Restraint system according to any one of claims 1 to 10, characterised in that the vehicle restraint systems (2, 3) exhibit tensile axes offset relative to one another.
  12. Restraint system according to any one of claims 1 to 11, characterised in that the transition construction (1) and the vehicle restraint system (2) with the crash barrier (4) exhibit pillars (5), and in that the distance between the pillars (5) in the region of the transition construction (1) is smaller than the distance between the pillars (5) of the vehicle restraint system (2) with the crash barrier (4).
EP13791717.5A 2012-08-24 2013-08-16 Restraint system and transition construction between two vehicle restraint systems having different lateral rigidity Active EP2904153B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL13791717T PL2904153T3 (en) 2012-08-24 2013-08-16 Restraint system and transition construction between two vehicle restraint systems having different lateral rigidity
SI201331148T SI2904153T1 (en) 2012-08-24 2013-08-16 Restraint system and transition construction between two vehicle restraint systems having different lateral rigidity

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50338/2012A AT512924B1 (en) 2012-08-24 2012-08-24 Transitional structure between two different lateral stiffnesses having vehicle restraint systems
PCT/AT2013/050163 WO2014028956A1 (en) 2012-08-24 2013-08-16 Restraint system and transition construction between two vehicle restraint systems having different lateral rigidity

Publications (2)

Publication Number Publication Date
EP2904153A1 EP2904153A1 (en) 2015-08-12
EP2904153B1 true EP2904153B1 (en) 2018-06-27

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Application Number Title Priority Date Filing Date
EP13791717.5A Active EP2904153B1 (en) 2012-08-24 2013-08-16 Restraint system and transition construction between two vehicle restraint systems having different lateral rigidity

Country Status (5)

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EP (1) EP2904153B1 (en)
AT (1) AT512924B1 (en)
PL (1) PL2904153T3 (en)
SI (1) SI2904153T1 (en)
WO (1) WO2014028956A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11891765B2 (en) 2022-05-19 2024-02-06 Vandorf BT1 Inc. Barrier transition framework

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202006017431U1 (en) * 2006-11-14 2007-02-22 Sps Schutzplanken Gmbh Transition structure for use between vehicle restraint systems, has different units of identical masses that comprise rigidity less than rigidity of one of vehicle restraint systems and connected with one another by using joint
DE102007016193A1 (en) * 2007-02-16 2008-08-21 Hermann Spengler Gmbh & Co. Kg Roadway barrier for use in e.g. beginning of highway construction site, has adapter element comprising front sides turned away to transition element adapted to cross-sectional shape of dividing elements
DE102007042392A1 (en) * 2007-09-04 2009-03-05 Innotraffic.Net Gmbh Guidance on traffic routes with two restraint systems of different stiffness and a transitional structure between them
DE102007043139B4 (en) * 2007-09-11 2011-04-28 Hermann Spengler Gmbh & Co. Kg Vehicle restraint system for securing traffic routes

Non-Patent Citations (1)

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Title
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Also Published As

Publication number Publication date
EP2904153A1 (en) 2015-08-12
AT512924A4 (en) 2013-12-15
SI2904153T1 (en) 2018-12-31
PL2904153T3 (en) 2019-04-30
AT512924B1 (en) 2013-12-15
WO2014028956A1 (en) 2014-02-27

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