EP2927373A1 - Vehicle restraint system with front end/terminal - Google Patents

Abstract

The invention relates to a vehicle restraint system 1 for arrangement next to a roadway, which fixed to the ground 2 posts 3 and a road side along the post 3 extending guard rail 5 of interconnected guard rails 6 and which has an initial / final construction in the form of a reduction 9. In the lowering 9, the guard rails 6 are lowered from an initial or end point A / E of the guard rail 5, starting from the bottom 2 out. Here, the guard rails 6 are fixed to the roadside posts 10, wherein the posts 10 are continued in extension of the post 3 of the regular guard rail line 5. At least on the major part of the length L1 of the lowering 9 are on the back of the post 10 of the road FB directed away support arms 12 are arranged. By the support arms 12, the support surface is increased for a colliding vehicle and this supported by the support arms. As a result, the risk that an accident vehicle steered onto the road back into the flowing traffic or overturns on the other side of the lowering 9, reduced.

Description

The invention relates to a vehicle restraint system for arrangement next to a roadway with an initial / final construction in the form of a lowering according to the features in the preamble of claim 1.

A vehicle restraint system is a system built on a lane (road, traffic route) that is intended to restrain, to a certain extent, an off-lane vehicle. Vehicle restraint systems are to be distinguished in protective devices, impact absorbers, start and end constructions as well as transitional constructions.

The vast majority of vehicle restraint systems built belong to the category of protective equipment, which colloquially are referred to as crash barriers or crash barriers. A frequently executed protective device consists of a protective barrier strand of releasably connected together Safety barriers made of steel, which extends along the roadway along the upper ends of fixed to the ground, in particular rammed posts. The protective equipment is the operating principle of a steel drawstring common. The desired goal here is to redirect the departing vehicle by an elastic band parallel to the roadside and back into the lane.

The initial and end points of guards are usually potential hazards due to their high longitudinal stiffness. For this reason, the beginning and end points of a guard are provided with start and end constructions.

Under start and end constructions (lowering, terminal) are understood in general constructions, which are arranged at the beginning or end of protective devices (crash barrier systems) to form a continuous transition from a non-existent vehicle restraint to a full stoppage, without this additional hazards in In the event of a frontal impact, the anchoring of the protective device and thus its proper functioning (absorption of tractive forces) is ensured.

The most common start / finish construction is a so-called standard lowering, in which the protective barrier string is lowered over 12 m and anchored in the ground.

Due to local conditions, it may happen in practice that the use of the aforementioned Regelabsenkung is not possible. In these cases, shorter initial and final designs can be used. However, the use of such so-called short reductions is regularly an exception and is not allowed on high-speed roads, especially driving.

When lowering the so-called ramp effect is considered problematic. A departing from the road vehicle meets frontal, usually off-center about one quarter of the vehicle width with the vehicle floor on the lowered guard rail. The vehicle drives on the lowered guard rail, loses one-sided ground contact and depending on the direction of travel in a right- or left-leaning driving phase on. There is a risk that the vehicle completely loses contact with the ground and uncontrolled enters the area of flowing traffic or overturns on the sloping side of the subsidence.

The invention has for its object to improve a vehicle restraint system with an initial / final construction in the form of a reduction in its functional properties and to make the vehicle control of an approaching vehicle safer.

The solution of this problem consists according to the invention in a vehicle restraint system with a lowering according to the features of claim 1.

Advantageous embodiments and further developments of the vehicle restraint system according to the invention are the subject matter of the dependent claims 2 to 8.

A vehicle restraint system according to the invention for arrangement next to a carriageway has posts fixed to the ground, in particular posts jammed into the ground, and a guardrail strand extending along the posts along the roadway. The protective barrier consists of interconnected protective barriers. The posts extend along the carriageway. The guardrails are arranged substantially at the same height. As the starting point or end point of the protective device, an initial / final construction in the form of a lowering is provided. The lowering points from the beginning or end of the protective barrier strand starting guard rails, which are fixed to the roadside posts down to the ground. The posts and guard rails are according to the invention in a line to the regular, so not lowered, protective barrier of the protection device. According to the invention support arms are arranged at least on the majority of the length of the reduction on the back of the post, which are directed away from the roadway. The support arms widen the area on which an approaching vehicle lands and stabilize the vehicle on a broader basis in the critical launching situation in which it is raised.

Analogous to the previous Auffahrsituation meets a vehicle with the underbody on the upper edge of the first of the lowered guard rails. The impact point is usually shifted by a quarter of the vehicle width to the left outside the vehicle longitudinal axis. The vehicle is raised on one side. However, the increase of the vehicle is due to the embodiment of the invention on a broader basis and guided as a result, so that reduced to the extent necessary, the kinetic energy of the vehicle and a safe vehicle management is guaranteed. The lowering is designed so that the vehicle never completely or uncontrollably loses contact with the ground and the center of gravity of the vehicle does not cross the line of tire contact points due to the support arms projecting backward from the posts. In particular, the support arms provided according to the invention also prevent tipping over of an approaching vehicle towards the side of the slope. Practical tests have shown that a vehicle gets in contact with all four wheels again after loosening the guard. The impact is compensated in a compression movement and the vehicle moves much more controlled or moderate at a shallow angle from the vehicle restraint system before it comes to a standstill.

A preferred embodiment of a support arm has a top flange, which is supported by a support profile supported on the post, in particular a strut extending between post and top flange, preferably a diagonal strut.

Preferably, a support arm on a post-side flange plate. About the flange plate of the support arm is fixed to the back of a post and supported.

An advantageous for practice further embodiment of a support arm provides that it has a bracket portion with which the support arm engages over the upper end of a post. This embodiment as a bow-shaped support arm or mounting bracket is characterized by its stability and high Tragförmigkeit. With the strap section over or around the support arm claw-like the upper end of a post.

Another aspect of the invention provides that at the free end of the support arm from the top flange transversely directed downwards end portion is provided. This embodiment also supports the connection-rigid construction as a whole.

Furthermore, the support arm may have a holding portion. With the holding portion of the support arm is located on the roadway facing the front of a post. By means of fastening means the guardrail is connected to the post. In this embodiment, the holding portion between the guardrail and the front of the post is enclosed and penetrated by the fastener.

A measure supporting the stability and the load-bearing capacity of the lowering provides that stiffening elements are provided between two support arms which are fixed to successive posts. In the stiffening elements may be struts, clamping or surface elements, such as panel elements, gridroasters and the like.

Another aspect provides that along the free ends of the support arms, a tension belt is provided. The tension belt extends along the support arms of the lowering and is fixed at the free end of the support arms. Preferably, the tension belt is a steel band. In particular, the tension belt is fixed to the front end of a support arm provided with fastening means at the free end of the support arms.

A particularly advantageous effect of the vehicle restraint system is achieved in that the protective barrier strand is pulled through the roadway side, wherein the posts are each continued on the road side in a line. The distance of the posts, measured from the front to the edge of the paved surface of the roadway, thus remains substantially the same. In the longitudinal direction parallel to the road, the posts preferably run in alignment, taking into account local conditions and construction situations. The posts are not offset away from the roadway back and the guard rails are not set by a spacer to the post. The drawstring is maintained throughout with high stability along the barrier rail line. At the beginning of the lowering, where the first guardrail rises from the ground, no support arms are provided. The support arms begin substantially in the middle or at the end of the first guardrail and are then preferably provided at each further post of the lowering to the beginning and end point of the support means. Preferably, a support arm is also provided on the next post of the protective barrier string following the beginning or end point. The tension belt is set at the beginning and at the end of the guardrails and extends along the front side of the free ends of the support arms. The initial and final construction and the subsequent safety barrier are functionally connected, so that complement the functional properties, in particular the Zugbandwirkung the protective device, the passive safety of the initial and final construction and power transmission mutually positive.

Figur 1

einen Ausschnitt aus einem Fahrzeugrückhaltesystem mit einer Anfangs-/Endkonstruktion in Form einer erfindungsgemäßen Absenkung in der Vorderansicht;

Figur 2

die Darstellung der Figur 1 in der Draufsicht;

Figur 3

einen Schnitt durch die Darstellung der Figur 1 entlang der Linie A-A;

Figur 4

in perspektivischer Darstellungsweise einen Tragarm;

Figur 5

den Tragarm entsprechend der Figur 4 in unterschiedlichen Ansichten (Figur 5a) bis Figur 5d));

Figur 6

einen Ausschnitt aus einem Fahrzeugrückhaltesystem mit einer Anfangs-/Endkonstruktion in einer weiteren Ausführungsform der Absenkung in der Vordersicht;

Figur 7

die Darstellung der Figur 6 in der Draufsicht;

Figur 8

eine Ansicht auf Darstellung der Figur 6 in einer Ansicht gemäß dem Pfeil B;

Figur 9

einen Pfosten der Absenkung mit der Darstellung einer ersten Ausführungsform eines Tragarmes in einer perspektivischen Ansicht von hinten;

Figur 10

eine perspektivische Ansicht von hinten auf eine zweite Ausführungsform eines Tragarmes an einem Pfosten festgelegt und

Figur 11

einen Ausschnitt aus der Absenkung entsprechend der Darstellung von Figur 1 und 2 in einer Ansicht schräg von oben.

The invention is described below with reference to exemplary embodiments illustrated in the drawings. Show it:

FIG. 1

a detail of a vehicle restraint system with an initial / final construction in the form of a reduction according to the invention in front view;

FIG. 2

the representation of FIG. 1 in the plan view;

FIG. 3

a section through the representation of FIG. 1 along the line AA;

FIG. 4

in perspective representation, a support arm;

FIG. 5

the support arm according to the FIG. 4 in different views ( FIG. 5a) to FIG. 5d) );

FIG. 6

a detail of a vehicle restraint system with an initial / final construction in another embodiment of the lowering in the front view;

FIG. 7

the representation of FIG. 6 in the plan view;

FIG. 8

a view on presentation of FIG. 6 in a view according to the arrow B;

FIG. 9

a post of the lowering with the representation of a first embodiment of a support arm in a perspective view from behind;

FIG. 10

a rear perspective view of a second embodiment of a support arm fixed to a post and

FIG. 11

a section of the reduction according to the representation of FIGS. 1 and 2 in a view diagonally from above.

The Figures 1 and 2 and FIGS. 6 and 7 each show a section of a vehicle restraint system 1, 1a for the arrangement next to a roadway FB.

The vehicle restraint system 1, 1a has fixed to the bottom 2, rammed into the ground 2 post 3. At the upper ends 4 of the posts 3, a protective barrier 5 is mounted on the side facing the carriageway FB. The protective barrier 5 consists of interconnected barriers 6 made of steel. The guard rails 6 overlap each other in the connecting region 7 and are fixed with connecting means 8 in the form of bolts on the post 3. The installation height of the protective barrier strand 5 is generally 75 cm +/- 3 cm relative to the upper edge of the roadway FB. The distance of the front edge of the guardrail strand 6 from the edge of the paved surface of the roadway FB is usually 50 cm.

At the beginning or end point A / E of the protective barrier strand 5, an initial / final construction in the form of a lowering 9 is provided. The initial / final construction tensions the continuous guard rail system and directs the forces occurring in the ground 2. It prevents impact against the otherwise high ends of the guard or its protective barrier strand 5. The beginning / end construction thus serves to protect uninvolved persons or vulnerable areas next to the carriageway FB or oncoming traffic and for the protection of vehicle occupants in a departing from the road FB vehicle.

In the lowering 9, the guard rails 6 are lowered from the beginning or end point A / E starting from the bottom 2 out. In a so-called rule lowering, the reduction 9 extends over a length L of 12 m. Here, the inclined in the direction of the bottom 2 extending guard rails 6 are fixed to post 10. The posts 10 extend in extension of the posts 3 of the guardrail line 5 in a line along the carriageway FB.

When lowering 9 is in the Figures 2 or 7 the direction of travel is indicated by an arrow "direction of travel". Furthermore, in the Figures 1 and 2 an approaching vehicle shown.

On the back 11 of the post 10 of the lowering 9 weggerichtete away from the road FB support arms 12 are fixed. One recognizes in the FIG. 2 in that support arms 12 are provided on the posts 10 over the major part of the length L1 of the lowering. Only the outgoing from the bottom 2 first three posts 10 are not equipped with support arms 12. On the side facing away from the roadway FB extends along the free ends 13 of the support arms 12, a tension belt 14. This is each end attached to the back of a protective barrier 6 of the guard rail 5 and the lowering 9.

The FIGS. 3, 4 and 5 show a first embodiment of a support arm 12. This is in the FIG. 9 shown again in a perspective view. The support arm 12 is a sheet steel construction. The support arm 12 has a horizontally oriented upper flange 15 with a post-side flange plate 16 and a free end 13 of the support arm 12 from the upper flange 15 downwardly directed end portion 17. The upper flange 15 is supported by a support profile 18. The support profile 18 extends obliquely between the underside of the upper flange 15 and the post 12 and the flange plate 16. About the flange 16, the support arm 12 is fixed to the back 11 of a post 10 by means of fastening means 19. Furthermore, it can be seen that the support arm 12 in the embodiment according to the FIGS. 4 to 5 and 9 has a bracket portion 20. The bracket portion 20 extends With the strap section 20, the support arm 12 engages over the upper end 21 of a post 10. A roadway-side holding portion 22 extends from the upper flange 15 down and overlaps the post 10 like a claw. The holding portion 22 abuts on the roadway facing front 23 of the post 10 on the post 10. When mounted guardrail 6, the holding portion 22 between the guardrail 6 and the post 10 is enclosed. By fastening means 24 in the form of bolts, the components are connected together. For this purpose, the fastening means 24 are guided and tightened by mutually corresponding mounting openings in the protective barrier 6, holding section 22 and post 10.

An alternative embodiment of a support arm 12a is shown in FIG FIG. 10 shown. There, the support arm 12a has a top flange 15a, a post-side flange plate 16a, a front portion 17a at the free end 13a of the support arm 12a and a support profile 18a in the form of a diagonal strut. The support profile 18a extends on one side along the longitudinal edges of the support arm 12a. The support arm 12a is fixed to the flange plate 16a by means of fastening means 24a on the back 11 of a post 10 and is supported on this. The upper flange 15 a runs in extension of the upper edge of the post 10.

The FIG. 8 shows a view of the lowering 9 of the vehicle restraint system 1 according to the arrow B. The posts 10 of the lowering 9 and the connected protection device run in alignment along the carriageway FB.

The vehicle restraint system 1a and the lowering 9, as in the FIGS. 6 and 7 shown correspond substantially to the embodiment described above. There is already from the second post 10 of the reduction 9, a support arm 12 is provided. In this embodiment, bracing elements 25 in the form of diagonal braces 26 are arranged on brackets 12 arranged between two successive posts 10. In the presentation of the FIG. 7 recognizes that seen in the direction of travel between the support arms 12 on the second and third posts 10 and the support arms 12 on the eighth and ninth posts stiffening elements 25 are provided.

Such a stiffening element 25 is again in the FIG. 11 to recognize closer. The diagonal struts 26 extend from the upper chords 15 of the adjacent support arms 12 where they are fixed. The diagonal struts 26 intersect centrally and are here connected by a coupling means 27.

As a result of the supporting arms 12, 12a projecting backward on the posts 10 of the depression 9, the area of the depression 9 for an approaching vehicle is widened and an approaching vehicle is stabilized on the lowering 9. In the FIG. 2 is indicated that the impact point of an approaching vehicle is about a quarter of the vehicle width shifted outside the vehicle longitudinal axis. When driving on the lowering 9, the vehicle is raised on one side. By the over the support arms 12, 12 a broadened Auffahr- or sliding surface, the vehicle is supported and guided within the lowering 9 so that a tipping over of the vehicle is avoided to the slope side. A catapulting back into the roadway is avoided. Overall, the vehicle is controlled on the reduction 9 sectorally controlled and delayed.

Reference numerals:

1

- Vehicle restraint system

1a

- Vehicle restraint system

2

- Ground

3

- posts

4

- upper end of 3

5

- protective barrier

6

- Safety barrier

7

- Connection area

8th

- Connecting means

9

- Lowering

10

- posts

11

- back of 10

12

- Beam

12a

- Beam

13

- free end of 12

13a

- free end of 12a

14

- tension belt

15

- upper strap

15a

- upper strap

16

- flange plate

16a

- flange plate

17

- forehead section

17a

- forehead section

18

- Support profile

18a

- Support profile

19

- Fasteners

20

- bow section

21

- upper end of 10

22

- Holding section

23

- front of 10

24

- Fasteners

24a

- Fasteners

25

- stiffening element

26

- Diagonal strut

27

- Coupling agent

FB

- Roadway

A / E

- start / end point

L

- length

L1

- length

Claims (8)

Vehicle restraint system (1, 1a) for arrangement next to a carriageway (FB), which has posts (3) fixed to the floor (2) and a guardrail line (5) extending from the carriageway side along the posts (3) of interconnected guardrails (6) and which has an initial / final construction in the form of a lowering (9), starting from a start or end point (A / E) of the protective barrier (5) starting the guard rails (6) on roadside posts (10) fixed to the ground (2 ) are lowered, characterized in that at least on the predominant part of the length (L1) of the reduction (9) on the back (11) of the posts (10) of the road (FB) directed away support arms (12, 12a) arranged are. Vehicle restraint system according to claim 1, characterized in that a support arm (12, 12a) has a top flange (15, 15a) which is supported by a post (10) supporting the support profile (18, 18a). Vehicle restraint system according to claim 1 or 2, characterized in that a support arm (12, 12a) has a post-side flange plate (16, 16a) and via the flange plate (12, 12a) on the back (11) of a post (10) is fixed. Vehicle restraint system according to at least one of claims 1 to 3, characterized in that a support arm (12) has a bracket portion (20), with which the support arm (12) engages over the upper end (21) of a post (10). Vehicle restraint system according to at least one of claims 2 to 4, characterized in that at the free end (13, 13a) of the support arm (12, 12a) from the top flange (15, 15a) downwardly directed end portion (17, 17a) is provided. Vehicle restraint system according to one of claims 1 to 5, characterized in that a holding portion (22) of the support arm (12) on the roadway (FB) directed front (23) of the post (10) on the post (10) is applied and the guardrail ( 6) is connected by means of a fastening means (24) with the post (10), wherein the holding portion (22) between the protective plank (6) and the front (23) of the post (10) is enclosed and penetrated by the fastening means (24) is. Vehicle restraint system according to at least one of claims 1 to 6, characterized in that stiffening elements (25) are provided between two support arms (12) arranged on successive posts (10). Vehicle restraint system according to at least one of Claims 1 to 7, characterized in that a tensioning strap (14) extends along the free ends (13, 13a) of the support arms (12, 12a).

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