EP2952630B1 - Vehicle retention system - Google Patents

Description

The invention relates to a vehicle restraint system for arrangement next to a roadway according to the features in the preamble of claim 1.

A very common off-site type of accident is the "off-road agreement", especially as it is usually faster outside of built-up areas than in urban areas. This means a significant risk to both vehicle occupants and people at risk, animals and objects. Passive road safety devices therefore make a significant contribution to road safety and are essential for the safety of vehicle occupants and other road users. Steel safety barriers have proven particularly useful for this purpose.

• sicherer Schutz gegen Durchbruch von Fahrzeugen
• geringes Verletzungsrisiko der Fahrzeuginsassen beim Aufprall
• angemessener Aufwand für Installation, Reparatur, Unterhalt und Entsorgung.

The following requirements apply to modern passive safety devices:

• safe protection against breakthrough of vehicles
• low risk of injury to vehicle occupants upon impact
• reasonable effort for installation, repair, maintenance and disposal.

To ensure the first two requirements, there are regulations. These are essentially the guidelines for passive guards (RPS) and DIN EN 1317 (road restraint systems).

There are numerous systems of steel safety barriers starting with the so-called simple safety barrier or single safety barrier ESP. Such vehicle restraint systems are known from the prior art and, for example, in the DE 20 2006 010 573 U1 described. The guard rail assembly consists of a protective barrier of preferably releasably juxtaposed guard rails and the guard rail supporting, in cross-section sigma-shaped posts that can be rammed into the ground or mounted on mounting plate to buildings. The attachment of the guardrail to the post takes place under inclusion of intermediate profiles in the form of U-shaped support brackets.

In the event of a vehicle collision, the posts fixed in or on the ground are first deformed and bent away from the roadway. In the further deformation, then the protective barrier strand dissolves from the post after a connecting screw for attaching the guard rail to the post is broken. This process is intentional and is supported by a predetermined breaking point on the connecting bolts. The protective barrier can then deform separately from the posts and deflect a vehicle by a Zugbandwirkung.

An enhancement of the vehicle restraint system of the type single safety barrier ESP is in the from the DE 10 2004 039 732 B4 known vehicle restraint system achieved in that in each case behind a guard rail over its entire length extending reinforcing profile is arranged. A similar system discloses the DE 201 06 675 U1 , Even with this guard rail arrangement is between the crash barriers and the posts at least one troughed and to Leitschutzplanken out open reinforcement profile incorporated.

The EP 2 333 159 A1 proposes in this context, between the intermediate profile, there referred to as a support element, and the protective barrier an intermediate element to be arranged, which is designed such that the protective barrier runs at an angle to the longitudinal axis of the profile post, wherein the support element for adaptation to the angle between the protective barrier strand and the longitudinal axis of the profile post is formed asymmetrically with a longer upper leg and a shorter lower leg.

As a result, the protective barrier strand runs at an angle to the longitudinal axis of the profile posts, which is intended to prevent the protective barrier strand from falling as the protective barrier construction deforms. The additional intermediate element and the structural design of the support element require, however, additional manufacturing and assembly technical effort.

In the from the DE 10 2008 039 850 B3 known vehicle restraint system, the guard rails are connected via distance brackets with the posts, with each tilting elements are incorporated between guard rail and spacer console.

In the from the DE 1 959 004 A1 Known proposal, the guardrail on the post by means of one or more springs resiliently held. According to a structural configuration described therein, the impact element is an elongated leaf spring. Another alternative provides as a baffle element before a coil spring.

A detachable attachment for existing steel sheet profiles roadside crash barriers to post is also from the DE 1 867 455 U out. Here, a rigid spacer tube or a strong compression spring, for example in the form of a conical, screw or plate spring is integrated into the attachment.

The prior art also includes the embodiments, as in the KR 10 2010 0 077 866 A , of the CH 387 682 A or the DE 10 2006 001 980 A1 described.

By the US 2008/083914 A1 includes a vehicle restraint system for placement adjacent to a roadway of the prior art. The vehicle restraint system has posts that can be fixed to the ground and a guardrail line extending along the posts from interconnected guardrails. The guard rails are fixed by means of screw on the post. In a Schrabverbindung a cone-shaped damping element is integrated. The damping element is arranged together with a positioning element on the bolt of the screw connection.

In an impact test according to DIN EN 1317-2 to obtain z. B. the containment level H1, the vehicle restraint system must pass the tests TB11 and TB42. For the TB11 acceptance test, the vehicle restraint system must withstand a car with a total mass of 900 kg and an impact speed of 100 km / h at an impact angle of 20 °. The acceptance test TB42 requires the stopping of a truck with a total mass of 10 t, which drives against the vehicle restraint system at an impact speed of 70 km / h at a crash angle of 15 °.

In addition to the containment level, the effective range W is a characteristic variable for the evaluation of a vehicle restraint system. The effective range W is the distance between the traffic-facing side of the vehicle restraint system on roads and the maximum dynamic lateral position of each essential part of the system.

The invention is based on the prior art, the object of developing a generic vehicle restraint system such that it has an improved deformation behavior while maintaining the structural design and to increase the stoppage of the vehicle restraint system and this in particular for the containment level H1 to a range smaller W3 tougher ,

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

The vehicle restraint system has posts which can be fixed to the ground and safety barriers extending from the guardrails along the posts, preferably along the upper ends of the posts. Between a post and a protective barrier a support bracket is arranged. The guard rails and the support bracket are fixed by means of screw to the post, wherein in the screw at least one baffle element is incorporated. According to the invention, the impact element is a conical annular disk. According to the conical annular disk is a plate spring made of a steel material. The annular disc is galvanized.

Practical start-up tests have shown that the inventively designed vehicle restraint system reliably reaches the desired effective range W3 in the containment stage H1. The results of the start-up tests have even led to the result, and this has been confirmed by the test site that the vehicle restraint system according to the invention has a hold-up level of H1 and an effective range of W2, i. less than or equal to 0.8 m.

The deformation behavior and the energy absorption capacity of a vehicle restraint system according to the invention are significantly improved. Nevertheless, a proven simple construction can be maintained. The deformation properties and the deformation behavior of the protective barrier strand are positively influenced by the impact element according to the invention such that a short-term buffering of peak loads takes place in the event of an impact. The impact elements in the form of conical annular discs are loaded in an impact in the axial direction and take high forces with a small spring travel. In particular, a slightly time-delayed detachment of the protective barrier from the post is achieved by the annular disk integrated in the screw connection in the event of a collision of a motor vehicle with the system. This leads to the advantageous effect that the forces acting on the vehicle restraint system during the impact longitudinal forces substantially from the horizontal guard rails or in the protective barrier strand and whose connection will be recorded. The impact severity is reduced and the desired tension effect is ensured.

The impact element is plastically deformed in an impact. As a result, the baffle element is first pressed in the lower area. As a result, the support bracket tilts slightly towards the road and thus also the protective barrier. In the course of the post from the vehicle to the rear, ie away from the roadway, tilted. As a result, the protective barrier dissolves from the post. By the incorporated impact elements or the tearing process is slightly delayed in time. This time delay causes the tension band effect longer and more stable, especially in the longitudinal direction. This results in the improvement of the impact area.

Advantageous embodiments and further developments of the vehicle restraint system according to the invention are the subject matter of the dependent claims 2 to 9. Particularly preferably, the impact element is arranged on the road side front of the post. The baffle element according to the invention is incorporated between the post and the support bracket. The opening side of the annular disc points to the roadway. The conical annular disc is designed shell-shaped and points with the open side to the roadway, with the annular disc is supported on the back of the support bracket.

The impact element abuts with an outer bearing surface on the support bracket.

There may be more than just an annular disc incorporated in a screw connection. It is possible to form a disk package of individual annular disks. These can be layered in the same direction or alternating. In the same direction stratification, the spring force is increased. With alternating interior layering, the travel increases.

The vehicle restraint system according to the invention is particularly advantageous on buildings, such as bridges or bridgeheads or other a foundation, in particular a concrete foundation, having structures. For this purpose, the posts are provided on the bottom side with mounting elements. In particular are on the bottom feet or mounting plates joined to the posts. By means of the mounting elements is a consolidation of the posts on buildings.

In principle, however, the vehicle restraint system according to the invention can also be arranged along roadways in which the posts are rammed into the ground. Accordingly, the posts are designed for ramming in the ground.

The essential aspect of the invention are the conical annular discs, which are loaded in the axial direction. Upon impact, they dampen the load peaks and cause the effect sought according to the invention. In particular, the integration of the impact elements in the form of conical annular disks leads to an improvement in the retention capacity and a reduction in the range of action. Furthermore, the ASI value can be reduced. ASI stands for Acceleration Severity Index, meaning the "degree of in-vehicle acceleration". The ASI value represents an occupant safety index. The ASE value already mentioned above has led to the conclusion that the vehicle restraint system according to the invention is classified as ASI A. The value ASI A represents the best occupant safety. Specifically, an ASI value of 0.96 was achieved. This means that the ASI value has improved by 0.04 compared to comparable systems without impact element.

The conical annular discs, which are used in the invention, are made of steel materials. The annular disks have a disk thickness between 1.5 mm and 3.5 mm, in particular of 2.5 mm.

Furthermore, it is advantageous if the annular disc has a disk thickness which corresponds to the wall thickness of a guardrail with a deviation of +/- 25%.

Another aspect provides that the baffle element has an outer diameter and the guardrail has a rear floor land. The bottom land has a vertical length. The outer diameter of the baffle element is in the ratio of between 1: 1 and 1: 3 relative to the vertical length of the bottom web sized. This measure also contributes effectively to support the desired energy absorption and deformation or buffer effect.

The annular disc can perform a pendulum-like movement under load or impact. The pendulum movement supports the time-delayed detachment of the protective barrier from the posts.

A further advantageous embodiment provides that the screw connection comprises a front cover flap, which bears against the guard rail on the roadway side. The impact element has an outer diameter, wherein the outer diameter of the impact element and the vertical length of the cover plate in a ratio between 1: 1 and 1: 2, in particular 1: 1, 2 and 1: 1.5 are dimensioned.

Furthermore, the annular disc may have a measured in the longitudinal direction of the screw disc height, which is dimensioned between 2.5 mm and 6 mm. In particular, the annular disc has a disc height between 3.5 mm and 4 mm. Practical experiments have led to advantageous results with ring disks having a disk height of 4 mm.

An advantageous aspect can furthermore be achieved in that the baffle element is pretensioned maximum hand-tight within the screw connection and the pretensioning is at most 10 Nm.

Another advantage of the solution according to the invention is that a subsequent upgrade to all existing systems with posts and guard rail construction without considerable effort is possible. This applies to all containment levels from N2 to H4B.

Figur 1

einen Ausschnitt aus einem Fahrzeugrückhaltesystem in der Ansicht;

Figur 2

die Darstellung der Figur 1 in einer Draufsicht;

Figur 3

eine Seitenansicht auf das Fahrzeugrückhaltesystem mit Stützbügel und Leitplanke Profil A;

Figur 4

ein Detail des Fahrzeugrückhaltesystem im Verbindungsbereich zwischen zwei Schutzplanken in einer perspektivischen Ansicht von Vorne;

Figur 5

den Verbindungsbereich entsprechend der Darstellung von Figur 4 in einer perspektivische Ansicht von Hinten;

Figur 6

eine Seitenansicht auf ein Fahrzeugrückhaltesystem mit Stützbügel und Leitplanke Profil A;

Figur 7

eine vergrößerte Darstellung des Ausschnitts X der Figur 6;

Figur 8

eine Seitenansicht auf ein Fahrzeugrückhaltesystem mit Stützbügel und Leitplanke Profil B;

Figur 9

eine vergrößerte Darstellung des Ausschnitts Y der Figur 8 und

Figur 10a) bis c)

eine erfindungsgemäß zum Einsatz gelangende kegelförmige Ringscheibe in drei verschiedenen Ansichten.

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

FIG. 1

a section of a vehicle restraint system in the view;

FIG. 2

the representation of FIG. 1 in a plan view;

FIG. 3

a side view of the vehicle restraint system with support bracket and guard rail profile A;

FIG. 4

a detail of the vehicle restraint system in the connection area between two guard rails in a perspective view from the front;

FIG. 5

the connection area according to the representation of FIG. 4 in a perspective view from behind;

FIG. 6

a side view of a vehicle restraint system with support bracket and guard rail profile A;

FIG. 7

an enlarged view of the section X the FIG. 6 ;

FIG. 8

a side view of a vehicle restraint system with support bracket and guard rail profile B;

FIG. 9

an enlarged view of the section Y of FIG. 8 and

FIGS. 10 a) to c)

an inventively used conical annular disc in three different views.

The FIGS. 1 to 9 show a vehicle restraint system 1 in the design simple guard rail ESP, as for example, at the edge of a road used by motor vehicles FB on the ground B on a building BW mounted with a concrete foundation used.

The vehicle restraint system 1 consists of a protective barrier 2 of releasably juxtaposed and interconnected guard rails 3, 4 and the guard rail 2 supporting, in cross-section C-shaped post 5. Bodenseitig or fundamentally, the posts 5 are provided with mounting elements 6 in the form of foot plates. By means of connecting elements 7, in particular bolts or screw anchors, the posts 5 are fixed by means of the mounting elements 6 on the floor B or the building BW.

The guard rails 3, 4 are set at the upper end 8 of the post 5. The end overlapping guard rails 3, 4 are connected by means of screw 9 together. The attachment of the guard rails 3, 4 to the post 5 takes place with the interposition of intermediate profiles in the form of U-shaped support brackets 10 and 11 (see also FIGS. 6 and 8 ). The guard rails 3, 4 and the support bracket 10, 11 are fixed by screw 12 to the post 5. The screw 12 include threaded bolts 13, screw nuts 14 and a roadside front cover flap 15 and arranged on the back of the front web 16 of the post 5 rear cover flap 17. The bolt 13 is through mounting holes 18 and 19 in the guard rails 3, 4 and Support brackets 10, 11 and a mounting hole 20 in the form of an elongated hole in the front web 16 of the post 5 out. The front cover flap 15 and the rear cover flap 17 also have mounting openings 21 and 22, which are penetrated by the bolt 13. The FIGS. 6 to 9 show further that in the screw 12 a baffle element is incorporated in the form of a conical annular disc 23. Within the screw 12, the annular disc 23 is biased with a maximum of 10 Nm.

In the vehicle restraint system 1 according to the FIGS. 1 to 7 a protective barrier 3 in profile B (Bethlehem) is used. The support bracket 10 in the design profile B, as in the FIG. 3 as well as the Figures 5 and 6 can be seen, U-shaped configured with a vertically oriented web 24 and two thereof obliquely forward toward the protective barrier 3 projecting legs 25th

In the vehicle restraint system 1 as shown in FIG FIGS. 8 and 9 it is a protective barrier 4 in profile A (Armcor). The support bracket 11 profile A according to FIG. 8 is U-shaped configured with a vertically oriented in the installed position web 26 and two thereof in the direction of the protective barrier 3 orthogonally projecting legs 27th

The guard rails 3, 4 and the support bracket 10, 11 are each fixed by means of a screw 12 to a post 5. In the screw 12, the baffle element is incorporated. The baffle element is a conical annular disc 23, namely a plate spring. It can be seen that the annular disc 23 on the road-side front 28 of a post 5 is arranged. Here, the baffle element or the annular disc 23 is incorporated between post 5 and support bracket 10 and 11, wherein the concave opening side 29 of the annular disc 23 to the carriageway FB points. This arrangement and the conical shape of the annular disc supports a voluntary pendulum movement of the guard rails 3, 4 and the guard rail 2 on the post 5 in the event of an impact. Here, the annular disc 23 is located with an outer bearing surface 30 on the support bracket 10, 11. The back 31 of the annular disc 23 abuts the post 5. The executed as an elongated hole mounting hole 20 in the front web 16 of the post 5 has a smaller width than height, so that the annular disc 23 is supported with its respect to the width of the mounting hole 20 protruding portions of the back 31 on the post 5.

A conical annular disc 23 can be seen in more detail in the illustrations of Figure 10a) to 10c ). The annular disk 23 is made of a steel material and has a disk thickness t between 1.5 mm and 2.5 mm. In particular, the annular disc 23 has a disk thickness t of 2.5 mm. The pane thickness t corresponds to the wall thickness s of a protective barrier 3 or 4 +/- 25%. In the longitudinal direction of the screw 12, the annular disk 23 has a disk height h, which is dimensioned between 2.5 mm and 6 mm. In practical Anfahrversuchen an annular disc 23 was used with a disk height h of 4 mm. The outer diameter d _{a of} the annular disc 23 was 32.3 mm. The inner diameter d _{i of} the annular disk 23, measured at the inner opening 32, is 17 mm.

The front cover flap 15 is on the road side on the bottom web 33 of the protective barrier 3, 4 at. The cover flap 15 has a vertical length l1. The vertical length l1 of the front cover flap 15 is greater than the outer diameter d _{a of} the annular disc 23. Basically, the outer diameter d _{a of} the annular disc 23 and the vertical length l1 of the cover flap 15 in a ratio between 1: 1 and 1: 2, in particular 1 : 1.2 and 1: 1.5, be measured.

Furthermore, the outer diameter d _{a of} the annular disc 23 to the vertical length l2 of the bottom web 33 of a protective barrier 3, 4 in a ratio between 1: 1 and 1: 3 dimensioned.

The cone-shaped annular disks 23, which are integrated in the screw connections 12 and act as impact elements, buffer load peaks in the event of an impact. This leads to a time-delayed detachment of the guard rails 3, 4 from the post 5. The tension band of the guard rail 2 is maintained at a very good retention of the containment level H1 and an area of action of W2 and an ASI A less than 1.

Reference numerals:

1 -

Vehicle restraint system

2 -

A protective barrier

3 -

guardrail

4 -

guardrail

5 -

post

6 -

mounting element

7 -

connecting element

8th -

upper end v. 5

9 -

screw

10 -

support bracket

11 -

support bracket

12 -

screw

13 -

bolts

14 -

nut

15 -

front flap

16 -

Bridge v. 5

17 -

rear flap

18 -

mounting hole

19 -

mounting hole

20 -

mounting hole

21 -

mounting hole

22 -

mounting hole

23 -

washer

24 -

web

25 -

leg

26 -

web

27 -

leg

28 -

Front v. 5

29 -

Opening page v. 23

30 -

Investment area v. 10, 11

31 -

Backside v. 23

32 -

Opening v. 23

33 -

bottom web

BW -

building

FB -

roadway

B -

ground

t -

slice thickness

s -

Wall thickness

H -

pane height

l1 -

Length v. 15

l2 -

Length v. 31

d _a -

outer diameter

d _i -

Inner diameter

Claims (9)

1. Vehicle barrier system for placing at the side of a road, which comprises posts (5) which can be fixed to the ground (B) and a string of protective panels (2) arranged along the posts (5) consisting of connected protective panels (3, 4), wherein a u-shaped support bracket (10, 11) is arranged between a post (5) and a protective panel (3, 4), wherein the protective panel (3, 4) and the support bracket (10, 11) are secured jointly to the post (5) by means of a screw connection (12), wherein at least one impact element in the form of a conical washer (23), which is designed in the form of a shell-like galvanised cup spring made from a steel material, is incorporated into the screw connection (12), wherein the washer (23) is integrated between the post (5) and support bracket (10, 11) and the opening side (29) of the washer (23) points towards the road (FB) in the assembled state, characterised in that the washer (23) on its opening side pointing towards the road bears with an outer bearing surface (30) on the rear side, i.e. on a side of the support bracket (10, 11) facing away from the road.
2. Vehicle barrier system according to claim 1, characterised in that the washer (23) is arranged on the road-side front (28) of the post (5).
3. Vehicle barrier system according to claim 1 or 2, characterised in that the posts (5) have mounting elements (6) on the ground side, wherein the mounting elements (6) are designed for securing the posts (5) to building structures (BW).
4. Vehicle barrier system according to at least one of claims 1 to 3, characterised in that the posts are designed to be rammed into the ground.
5. Vehicle barrier system according to at least one of claims 1 to 4, characterised in that the washer (23) has a thickness (t) of between 1.5 mm and 3.5 mm, in particular 2.5 mm.
6. Vehicle barrier system according to at least one of claims 1 to 5, characterised in that the washer (23) has a thickness (t) and the thickness corresponds to the wall thickness (s) of the protective panel (3, 4) +/- 25%.
7. Vehicle barrier system according to at least one of claims 1 to 6, characterised in that the washer (23) has an external diameter (d_a) and the protective panel (3, 4) has a rear base web (33) with a vertical length (l2) of the base web (33), wherein the external diameter (d_a) of the washer (23) relative to the vertical length (l2) of the base web (33) is in a ratio of between 1:1 and 1:3.
8. Vehicle barrier system according to at least one of claims 1 to 7, characterised in that the screw connection (12) comprises a front cover plate (15), which bears on the protective panel (3, 4) on the road side and the washer (23) has an external diameter (d_a), wherein the external diameter (d_a) of the washer (23) and the vertical length (l1) of the cover plate (15) are in a ratio of between 1:1 and 1:2, in particular 1:1.2 and 1:1.5.
9. Vehicle barrier system according to at least one of claims 1 to 8, characterised in that the washer (23) in the mounted state has a height (h) measured in the longitudinal direction of the screw connection (12) which is between 2.5 mm and 6.0 mm, in particular between 3.5 mm and 5.0 mm.

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