EP2982799B1 - Vehicle retention system - Google Patents

Vehicle retention system Download PDF

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Publication number
EP2982799B1
EP2982799B1 EP14180446.8A EP14180446A EP2982799B1 EP 2982799 B1 EP2982799 B1 EP 2982799B1 EP 14180446 A EP14180446 A EP 14180446A EP 2982799 B1 EP2982799 B1 EP 2982799B1
Authority
EP
European Patent Office
Prior art keywords
guide rail
fastened
strut
restraint system
vehicle restraint
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14180446.8A
Other languages
German (de)
French (fr)
Other versions
EP2982799A1 (en
Inventor
Christian Mader
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voestalpine Krems Finaltechnik GmbH
Original Assignee
Voestalpine Krems Finaltechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to PL14180446T priority Critical patent/PL2982799T3/en
Priority to HUE16183651A priority patent/HUE042093T2/en
Application filed by Voestalpine Krems Finaltechnik GmbH filed Critical Voestalpine Krems Finaltechnik GmbH
Priority to ES16183651T priority patent/ES2718545T3/en
Priority to EP14180446.8A priority patent/EP2982799B1/en
Priority to ES14180446.8T priority patent/ES2656108T4/en
Priority to HUE14180446A priority patent/HUE037776T2/en
Priority to SI201430548T priority patent/SI2982799T1/en
Priority to PL16183651T priority patent/PL3121337T3/en
Priority to SI201431114T priority patent/SI3121337T1/en
Priority to RS20180020A priority patent/RS56775B1/en
Priority to RS20190224A priority patent/RS58399B1/en
Priority to EP16183651.5A priority patent/EP3121337B1/en
Priority to EP15180456.4A priority patent/EP2982800B1/en
Priority to HUE15180456A priority patent/HUE031383T2/en
Priority to ES15180456.4T priority patent/ES2616692T3/en
Priority to SI201530033A priority patent/SI2982800T1/en
Priority to RS20170204A priority patent/RS56842B1/en
Priority to PL15180456T priority patent/PL2982800T3/en
Publication of EP2982799A1 publication Critical patent/EP2982799A1/en
Priority to HRP20170264TT priority patent/HRP20170264T1/en
Application granted granted Critical
Publication of EP2982799B1 publication Critical patent/EP2982799B1/en
Priority to HRP20180044TT priority patent/HRP20180044T1/en
Priority to HRP20190384TT priority patent/HRP20190384T1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a vehicle restraint system with several stanchions, with a plurality of spacers, which are each attached to a post, with at least one attached to the spacers guide rail and at least one transverse strut, at its first end of the strut in the region of the spacer of a first post and on her second strut end, which is lower than the first strut end, is attached to a second post following the first post.
  • the EP1 213 391 A2 shows a vehicle restraint system according to the preamble of claim 1.
  • the object of the invention is therefore to constructively modify a vehicle restraint system of the kind set forth so that, despite high retention classes, a small effective range of the vehicle restraint system is ensured.
  • the invention solves the problem set by the fact that several, along the guide rail successive, fastened to uprights and guide rail cross struts follow a triangular course, on both sides of the stirrup a guide rail is attached to the spacer and that parallel to the first triangular course of cross struts second triangular course of transverse struts is provided, wherein the transverse struts of the first triangular course attached to uprights and the first guide rail and the cross struts of the second triangular course are attached to uprights and second guide rail.
  • the bond between the guide rail and the stay can be ensured even if the guide rail is released from the spacer by an impact-related release.
  • a load-induced evasion of the guide rail can thus always be prevented, because even a detached from spacers guide rail can be held on the crossbar on the uprights.
  • the first strut end of the transverse strut can be fastened to the rear side of the guide rail.
  • the transverse strut can be a flat steel or a steel cable, whereby flat steel can lead to easier assembly due to easier assembly.
  • the mechanical rigidity of the vehicle restraint system can be further increased if a plurality of transverse struts following one another along the guide rail and attached to the uprights and the guide rail follow a triangular course.
  • this triangular course can namely parallel to the first drawstring the guide rail or guide rails a second drawstring are provided on cross struts available, the latter can derive longitudinal forces of the first tension band directly into the uprights.
  • a triangular course can be used on cross struts for excellent longitudinal distribution of impact forces.
  • the transverse strut according to the invention can also be used in vehicle restraint systems with a double-sided guide rail, if on both sides of the post a guide rail is fastened to its spacer.
  • the spacer can be made one or more parts, for example with a spacer and an angle each between the spacer and guide rail or guide rails.
  • both rails are mounted in parallel on the spacer.
  • a second triangular course of transverse struts is provided parallel to the first triangular course of transverse struts, wherein the cross struts of the first triangular course attached to uprights and the first guide rail and the cross struts of the second triangular course are attached to uprights and second guide rail.
  • the design conditions can be simplified if the cross member is fastened to the guide rail and / or to the second post via fasteners.
  • at least one, in particular detachable, screw connection can preferably be characterized as a fastening means.
  • the transverse strut has at least one oblong hole through which the fastening means protrudes, a linear bearing and thus a guided movability of the parts relative to one another can be made possible in the connection of the transverse strut to the uprights and / or to the guide rail.
  • the linear bearing can be mechanically offset in time in the event of an impact, the cross strut, which can initially allow for a small range of action increased flexibility and thus an increased absorbing load transfer of the vehicle restraint system.
  • vehicle restraint system can therefore be made even with light loads or vehicles advantageous Anprallhefttechnikshave.
  • the increased mechanical rigidity is then available in order to be able to redirect even heavy loads or vehicles safely or to ensure a high retention class.
  • the cross strut In order to enable elongation of the transverse strut in the event of an impact, provision can be made for the cross strut to have a cranked flange area on the second strut end. Depending on the crank angle, the behavior of the vehicle restraint system in the event of an impact can be influenced or adjusted to the loads to be backed up. In addition, a cranked flange area facilitate the assembly of the crossbar.
  • a relief in the assembly of the transverse strut may result if the second deeper strut end mounted on the, the guide rail with the attached thereto first end of the strut remote from the upright side of the post and thus easier to access.
  • the guide rail can remain in contact with the spacer via the cross strut in relation to this spacer, even if the connection to the spacer is disengaged.
  • the stability of the vehicle restraint system can be improved even with heavy loads.
  • the attachment means comprise an elongate shim plate connecting two strut ends of successive crossbars attached to the guardrail.
  • the force distribution can be distributed to adjacent crossbars on the shim.
  • the fasteners be charged mainly exclusively apprisnittig. A twisting of this can namely be prevented by the two-sided clamping of the guide rail and shim. A particularly stable connection of the cross braces with the guide rail can be ensured.
  • a fastening means fastens two second strut ends of successive transverse struts to the uprights, the material and assembly effort on the vehicle restraint system can be further reduced.
  • a screw can be characterized as a fastener.
  • it can be used to improve the power transmission from cross brace to cross brace.
  • the assembly of the transverse struts can be further facilitated if the two triangular courses run in opposite directions, in particular offset by a post, along the guide rails.
  • a limited movement can be allowed between the uprights and spacers.
  • Such a movement can ensure an installation of the guide rail in the event of an impact in order, for example, to counteract a running over of the guide rail.
  • this movement can be limited by providing a clearance limited by a stop on the spacer between the upright and the spacer.
  • the entire range of motion can correspond to a slot length.
  • the respective triangular course is fastened to transverse struts on the upright side of the upright which faces the guide rail with the other triangular course attached thereto.
  • the respective other triangular course can thus cover the profile opening of the Steher, which precludes the relevant direction of travel.
  • the vehicle restraint system according to the invention can thus be particularly secure.
  • a vehicle restraint system 1 which has substantially floor-mounted uprights 2, 3, 4, spacers 5, 6, 7, a guide rail 8 and cross braces 9 for the mechanical reinforcement of the vehicle restraint system 1.
  • the spacers 5, 6, 7 are attached to the respective uprights 2, 3, 4, said spacers 5, 6, 7 are fixed to the guide rail 8 and support it, as for example Fig. 4 can be seen by the post 2.
  • a spacer 5, 6, 7 is to be understood generally. He may well be designed in several parts, as shown for example in the embodiment. Next shows after Fig.
  • the first strut ends 10 of the transverse strut 9 are fastened to the guide rail 8, as shown in FIG Fig. 2 can be detected in detail.
  • the strut ends 10 extend to the uprights 2, 3, 4 facing the longitudinal side of the guide rail 8 and the inside of the guide rail 8.
  • the cross struts 9 meet not only a mechanical stiffening of the vehicle restraint system 1 but also the function of one of the spacers 5, 6, 7 parallel attachment of the guide rail 8.
  • a secure guidance of the guide rail 8 is ensured even at high impact loads. A high retention class can thus be ensured.
  • detachable screw 12, 13 as a fastening means 14 of the cross braces 9 on the guide rail 8 and the second post 3 and 4, the installation of the vehicle restraint system 1 can be done much easier.
  • rivets or other, for example positive connection means are conceivable as fastening means 14, which has not been shown in detail.
  • the guide rail 8 can absorb 9 deformation energy without stiffening effect of the cross braces and therefore acts softer in the area of action initially. This is advantageous for light impact loads. Then goes in the manner of a linear bearing to stop by the slot 15 locks the screw of the screw 12 in the movement, the mechanical stiffening acts through the cross member 9 fully on the guide rail 8 so that even heavy impact loads are stopped by the vehicle restraint system 1.
  • the cross struts 9 consist of a flat steel, which is easier to handle compared to steel cables.
  • Steel cables or other bending soft tension elements are of course conceivable as an alternative to flat steel.
  • the transverse strut 9 at the strut 3 and 4 facing strut end 11 a cranked flange portion 16 with opening for fastening means 14.
  • This cranked flange region 16 compensates for the oblique course from the guide rail 8 to the upright 3 or 4, which facilitates the mounting of the transverse strut 9.
  • the cranked flange portion 16 allows by bending back into the longitudinal axis of the cross member 9 a certain elongation of the cross member 9.
  • the cross braces 9 can take in an impact on the behavior of the vehicle restraint system 1 additional influence.
  • transverse struts 9 can also be facilitated if the respective second, deeper strut end 11 is fixed on the side facing away from the guide rail 8 upright side 17 of the upright 3 and 4, as shown Fig. 1 can be seen.
  • an attachment of the cross braces leads to a drawstring with a positive connection of posts 2, 3, 4 and guide rail. 8
  • Fig. 4 it can be seen in particular that the guide rail 8 is secured against lifting off the spacer 5, 6, 7 by the mounting portion 18 of the cross member 9 on the guide rail 8 is higher than the mounting portion 19 of the spacer 5 on the guide rail 8. Namely, the cross strut 9 can exert on the guide rail an attraction to the upright 2 even if the connection between the spacer 5 and the guide rail 8 is released. A particularly stable vehicle restraint system 1 is thus created.
  • the spacer 5 is attached to the guide rail 8 via a screw 23.
  • FIG. 1 how the particular Fig. 1 it can be seen, follow a plurality of uprights 3, 4 and guide rail 8 fastened cross braces 9 successive along the guide rail a triangular course 20 to ensure a high mechanical stiffening.
  • this can be seen in particular in a vertical zig-zag course in the longitudinal direction of the guide rail.
  • the assembly cost is reduced significantly.
  • the strut ends 11 and the cranked flange portions 16 of the transverse struts 9, 90 may each have one or more elongated holes 136 in order to facilitate the assembly of the transverse struts even further, as in particular Fig. 2 can be seen.
  • a second triangular course 22 of transverse struts 90 is provided.
  • These cross braces 90 are in their embodiment the same as the cross braces 9 and in this embodiment also have two end portions 10, 11, a cranked flange portion 16, slots 15, etc.
  • the transverse struts 9, 90 of both courses 20, 22 are alternately fixed either to the upright 2, 3 or 4 or to the guide rail 8 in the region of the spacer 5, 6 or 7 of this post 2, 3 and 4, respectively.
  • the cross struts 9, 90 of the two gradients 20, 22 thus change in their attachment along the guide rail - the attachment is thus opposite, which ensures a symmetrical structure of the vehicle restraint system.
  • the transverse struts 9, 90 of the two courses 20, 22 cross over between the uprights 3, 2 and 2, 4 alternately, such as this after the FIGS. 1 and 3 can be recognized. This means that in the intersection, the transverse strut 9 of the course 20 and the transverse strut 90 of the course 22 are arranged alternately closer to the guide rail 8.
  • the cross struts 9, 90 thus support each other in the absorption of deformation energy and thus ensure a high retention class.
  • a vehicle restraint system 100 according to an embodiment of the invention is illustrated that is configured with respect to the cross braces similar to the vehicle restraint system 1 described above.
  • the main difference is in the double-sided design with guide rails 8, 108.
  • all reference numerals that are identical to components of the vehicle restraint system 1 are adopted in the vehicle restraint system 100. This is the case, for example, at the reference numbers of the uprights 2, 3, 4, the guide rail 8, the transverse struts 9, 90 and so on.
  • spacers 105, 106, 107 are - as in Fig. 6 and 7 closer to each other - made in two parts and each consist of a spacer 125 and two mounting brackets 126.
  • the sigma profile having spacer 125 is connected to the respective uprights 2, 3, 4, wherein connect to this spacer 125 125 two mounting brackets to the the respective guide rail 9, 90 is fastened by means of detachable screw connections 23.
  • transverse struts 9, 90 are provided for the mechanical stiffening of the vehicle restraint system 100.
  • the after Fig. 5 shown transverse struts 9, 90 are respectively attached to its first strut end 10 in the region of the spacer 105, 106 and 107 of a first post 2, 3 and 4 respectively.
  • these cross braces 9, 90 at the second end of the strut 11, compared to the first Strut end 10 is lower, attached to a second post 3, 4 or 2 following the first post 2, 3, 4 respectively.
  • the transverse struts 9 of the triangular course 20 are fastened to the guide rail 8 at their first respective end regions 10, the transverse struts 90 of the triangular course 122 having their respective first end regions 10 being fastened to the guide rail 108.
  • 122 is therefore associated with the particular attachment of one of the two guide rail 8, 108.
  • the two triangular curves 20, 122 extend around a post 2, 3 offset along the guide rails 8, 108, which in Fig. 5 can be seen.
  • the triangular curves 20, 122 per post 2, 3, 4 connects to a guide rail 8, 108, whereas the other triangular course 122 or 20 is attached to this post itself.
  • the fastenings of the transverse struts 9, 90 on the guide rails 8, 108 are - ident to the vehicle restraint system 1 - via an elongated shim plate 21 and connecting means 14, namely releasable screw 13, realized. Also, in these end regions 10 of the transverse struts 9, 90 elongated holes 15 are provided, which has not been shown in detail. Thus, the vehicle restraint system 100 also benefits from the advantages already explained above for the vehicle restraint system 1.
  • the spacers 105, 106, 107 at their respective spacer 125 each have a web 127 and an adjoining lower flange 128.
  • a recess 129 is introduced through which the respective uprights 2, 3, 4 protrudes, with motion play 132.
  • the fastening means 14 of the respective post 2, 3, 4 engages with the relevant spacer 105, 106, 107 two long holes 130 and 131, which are inclined towards each other.
  • the Fig. 5 can be taken that the uprights 2, 3, 4 has an open profile shape.
  • the respective triangular course 20, 122 is secured to cross struts 9, 90 on that side of the stay 2, 3, 4, the guide rail 108, 8 with the other attached thereto triangular course 122, 20 faces.
  • the respective other triangular course 122, 20 bends over the open in profile in the direction of travel 134 and 135 in the profile and thus protects approaching vehicles from getting caught.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Railway Tracks (AREA)
  • Air Bags (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Acyclic And Carbocyclic Compounds In Medicinal Compositions (AREA)
  • Seats For Vehicles (AREA)

Description

Die Erfindung betrifft ein Fahrzeugrückhaltesystem mit mehreren Stehern, mit mehreren Distanzhaltern, die je an einem Steher befestigt sind, mit mindestens einer an den Distanzhaltern befestigten Leitschiene und mit mindestens einer Querstrebe, die an ihrem ersten Strebenende im Bereich des Distanzhalters eines ersten Stehers und an ihrem zweiten Strebenende, das gegenüber dem ersten Strebenende tiefer liegt, an einem dem ersten Steher folgenden, zweiten Steher befestigt ist.The invention relates to a vehicle restraint system with several stanchions, with a plurality of spacers, which are each attached to a post, with at least one attached to the spacers guide rail and at least one transverse strut, at its first end of the strut in the region of the spacer of a first post and on her second strut end, which is lower than the first strut end, is attached to a second post following the first post.

Bei Fahrzeugrückhaltesystemen mit Leitschienen ist es bekannt ( DE20018270U1 , US3417965A1 ), zur mechanischen Versteifung der über Distanzhalter an Stehern befestigten Leitschienen mehrere Querstreben vorzusehen, die parallel zur Leitschiene aufeinanderfolgende Steher mechanisch verbinden.
So schlägt die US3417965A1 vor, ein erstes Strebenende der Querstrebe am Distanzhalter eines Stehers und ein anderes, zweites Strebenende der Querstrebe am nächsten Steher zu befestigen - und zwar am Fuße dieses Stehers. Dadurch liegt das zweite Strebenende tiefer als das erste Strebenende. Zwar kann mit einer derartigen mechanischen Versteifung von Stehern und Distanzhaltern eine höhere Aufhalteklasse erreicht werden, dennoch können diese Systeme bei vergleichsweise schweren Anpralllasten zu einem nachteiligen Ausweichverhalten der Leitschiene führen - nämlich dann, wenn sich diese in Folge der Versteifung von den Distanzhaltern trennt, was zu einem höheren Wirkungsbereich des Fahrzeugrückhaltesystems führen kann.In vehicle restraint systems with guide rails, it is known ( DE20018270U1 . US3417965A1 ), to provide a mechanical stiffening of the spacers attached to stanchion rails a plurality of transverse struts, which connect parallel to the guide rail successive pillars mechanically.
So that beats US3417965A1 to attach a first strut end of the cross strut to the spacer of a stirrup and another, second strut end of the cross strut to the next post - at the foot of this post. As a result, the second end of the strut is lower than the first end of the strut. Although can be achieved with such a mechanical stiffening stirrups and spacers a higher retention class, yet these systems can lead to a disadvantageous evasive behavior of the guide rail at comparatively heavy impact loads - namely, if this separates as a result of the stiffening of the spacers, what to can lead to a higher range of action of the vehicle restraint system.

Die EP1 213 391 A2 zeigt ein Fahrzeugrückhaltesystem nach dem Oberbegriff des Anspruchs 1.The EP1 213 391 A2 shows a vehicle restraint system according to the preamble of claim 1.

Die Erfindung hat sich daher die Aufgabe gestellt, ein Fahrzeugrückhaltesystem der eingangs geschilderten Art derart konstruktiv zu verändern, dass trotz hoher Aufhalteklassen ein geringer Wirkungsbereich des Fahrzeugrückhaltesystems gewährleistet ist.The object of the invention is therefore to constructively modify a vehicle restraint system of the kind set forth so that, despite high retention classes, a small effective range of the vehicle restraint system is ensured.

Die Erfindung löst die gestellte Aufgabe dadurch, dass mehrere, entlang der Leitschiene aufeinander folgende, an Stehern und Leitschiene befestige Querstreben einem dreieckförmigen Verlauf folgen, wobei beidseitig des Stehers je eine Leitschiene an dessen Distanzhalter befestigt ist und dass parallel zum ersten dreieckförmigen Verlauf von Querstreben ein zweiter dreieckförmiger Verlauf von Querstreben vorgesehen ist, wobei die Querstreben des ersten dreieckförmigen Verlaufs an Stehern und erster Leitschiene befestigt und die Querstreben des zweiten dreieckförmigen Verlaufs an Stehern und zweiter Leitschiene befestigt sind.The invention solves the problem set by the fact that several, along the guide rail successive, fastened to uprights and guide rail cross struts follow a triangular course, on both sides of the stirrup a guide rail is attached to the spacer and that parallel to the first triangular course of cross struts second triangular course of transverse struts is provided, wherein the transverse struts of the first triangular course attached to uprights and the first guide rail and the cross struts of the second triangular course are attached to uprights and second guide rail.

Ist das erste Strebenende der Querstrebe an der Leitschiene befestigt, kann auch bei einem aufprallbedingten Lösen der Leitschiene vom Distanzhalter der Verbund zwischen Leitschiene und Steher gewährleistet bleiben. Ein lastbedingtes Ausweichen der Leitschiene kann damit stets unterbunden werden, weil dadurch selbst eine von Distanzhalter gelöste Leitschiene über die Querstrebe am Steher gehalten werden kann. Im Gegensatz zum Stand der Technik kann daher auch bei hohen Aufhalteklassen der Wirkungsbereich des Fahrzeugrückhaltesystems klein bleiben. Im Allgemeinen wird erwähnt, dass vorzugsweise das erste Strebenende der Querstrebe an der Rückseite der Leitschiene befestigt sein kann. Im Allgemeinen wird weiter erwähnt, dass die Querstrebe ein Flachstahl oder ein Stahlseil sein kann, wobei Flachstahl zu Montageerleichterungen durch einfachere Anbindung führen kann.
Die mechanische Steifigkeit des Fahrzeugrückhaltesystems kann weiter erhöht werden, wenn mehrere entlang der Leitschiene aufeinander folgende, an Stehern und Leitschiene befestige Querstreben einem dreieckförmigen Verlauf folgen. Anhand dieses dreieckförmigen Verlaufs kann nämlich parallel zum ersten Zugband der Leitschiene oder Leitschienen ein zweites Zugband an Querstreben zur Verfügung gestellt werden, wobei Letzteres Längskräfte des ersten Zugbands unmittelbar in die Steher ableiten kann. Außerdem kann ein dreieckförmiger Verlauf an Querstreben für eine ausgezeichnete Längsverteilung der Anprallfallkräfte genützt werden.
Die erfindungsgemäße Querstrebe kann auch bei Fahrzeugrückhaltesystemen mit einer doppelseitigen Leitschiene verwendet werden, wenn beidseitig des Stehers je eine Leitschiene an dessen Distanzhalter befestigt ist. Im Allgemeinen wird erwähnt, dass der Distanzhalter ein oder mehrteilig ausgeführt sein kann, beispielsweise mit einem Abstandsteil und einen Winkelteil je zwischen Abstandsteil und Leitschiene bzw. Leitschienen. Vorzugsweise sind beide Leitschienen parallel am Distanzhalter befestigt ist. Hierzu ist parallel zum ersten dreieckförmigen Verlauf von Querstreben ein zweiter dreieckförmiger Verlauf von Querstreben vorgesehen, wobei die Querstreben des ersten dreieckförmigen Verlaufs an Stehern und erster Leitschiene befestigt und die Querstreben des zweiten dreieckförmigen Verlaufs an Stehern und zweiter Leitschiene befestigt sind.If the first strut end of the transverse strut is attached to the guide rail, the bond between the guide rail and the stay can be ensured even if the guide rail is released from the spacer by an impact-related release. A load-induced evasion of the guide rail can thus always be prevented, because even a detached from spacers guide rail can be held on the crossbar on the uprights. In contrast to the prior art can therefore remain small even at high retention classes of the range of the vehicle restraint system. In general, it is mentioned that preferably the first strut end of the transverse strut can be fastened to the rear side of the guide rail. In general, it is further mentioned that the transverse strut can be a flat steel or a steel cable, whereby flat steel can lead to easier assembly due to easier assembly.
The mechanical rigidity of the vehicle restraint system can be further increased if a plurality of transverse struts following one another along the guide rail and attached to the uprights and the guide rail follow a triangular course. On the basis of this triangular course can namely parallel to the first drawstring the guide rail or guide rails a second drawstring are provided on cross struts available, the latter can derive longitudinal forces of the first tension band directly into the uprights. In addition, a triangular course can be used on cross struts for excellent longitudinal distribution of impact forces.
The transverse strut according to the invention can also be used in vehicle restraint systems with a double-sided guide rail, if on both sides of the post a guide rail is fastened to its spacer. In general, it is mentioned that the spacer can be made one or more parts, for example with a spacer and an angle each between the spacer and guide rail or guide rails. Preferably, both rails are mounted in parallel on the spacer. For this purpose, a second triangular course of transverse struts is provided parallel to the first triangular course of transverse struts, wherein the cross struts of the first triangular course attached to uprights and the first guide rail and the cross struts of the second triangular course are attached to uprights and second guide rail.

Die Konstruktionsverhältnisse können vereinfacht werden, wenn die Querstrebe über Befestigungsmittel an der Leitschiene und/oder an dem zweiten Steher befestigt ist. Vorzugsweise kann sich hierzu mindestens eine, insbesondere lösbare, Schraubverbindung als Befestigungsmittel auszeichnen.The design conditions can be simplified if the cross member is fastened to the guide rail and / or to the second post via fasteners. For this purpose, at least one, in particular detachable, screw connection can preferably be characterized as a fastening means.

Weist die Querstrebe mindestens ein Langloch auf, durch das das Befestigungsmittel ragt, kann in der Anbindung der Querstrebe an den Steher und/oder an die Leitschiene ein Linearlager und damit eine geführte Beweglichkeit der Teile zueinander ermöglich werden. Beispielsweise kann das Linearlager im Falle eines Anpralls die Querstrebe mechanisch zeitversetzt wirksam werden lassen, was zunächst bei kleinem Wirkungsbereich eine erhöhte Flexibilität und damit eine erhöhte absorbierende Lastübernahme des Fahrzeugrückhaltesystems zulassen kann. Trotz des durch Querstreben versteiften Fahrzeugrückhaltesystems kann daher auch bei leichten Lasten bzw. Fahrzeugen eine vorteilhafte Anprallheftigkeitsstufe ermöglicht werden.If the transverse strut has at least one oblong hole through which the fastening means protrudes, a linear bearing and thus a guided movability of the parts relative to one another can be made possible in the connection of the transverse strut to the uprights and / or to the guide rail. For example, the linear bearing can be mechanically offset in time in the event of an impact, the cross strut, which can initially allow for a small range of action increased flexibility and thus an increased absorbing load transfer of the vehicle restraint system. Despite the stiffened by cross braces vehicle restraint system can therefore be made even with light loads or vehicles advantageous Anprallheftigkeitsstufe.

In der Endlage der Linearlager steht dann die erhöhte mechanische Steifigkeit zur Verfügung, um selbst schwere Lasten bzw. Fahrzeuge sicher umzulenken bzw. eine hohe Aufhalteklasse sicherstellen zu können.In the end position of the linear bearings, the increased mechanical rigidity is then available in order to be able to redirect even heavy loads or vehicles safely or to ensure a high retention class.

Um eine Längung der Querstrebe im Falle eines Anpralls zu ermöglichen, kann vorgesehen sein, dass die Querstrebe am zweiten Strebenende einen gekröpften Flanschbereich aufweist. Je nach Kröpfungswinkel kann damit das Verhalten des Fahrzeugrückhaltesystems bei einem Anprall beeinflusst bzw. auf die rückzuhaltenden Lasten abgestimmt werden. Zudem kann ein gekröpfter Flanschbereich die Montage der Querstrebe erleichtern.In order to enable elongation of the transverse strut in the event of an impact, provision can be made for the cross strut to have a cranked flange area on the second strut end. Depending on the crank angle, the behavior of the vehicle restraint system in the event of an impact can be influenced or adjusted to the loads to be backed up. In addition, a cranked flange area facilitate the assembly of the crossbar.

Eine Erleichterung bei der Montage der Querstrebe kann sich ergeben, wenn das zweite tieferliegende Strebenende auf der, der Leitschiene mit dem daran befestigten ersten Strebenende abgewandten Steherseite des Stehers befestigt und damit leichter zugänglich ist.A relief in the assembly of the transverse strut may result if the second deeper strut end mounted on the, the guide rail with the attached thereto first end of the strut remote from the upright side of the post and thus easier to access.

Liegt der Befestigungsbereich der Querstrebe an der Leitschiene höher als der Befestigungsbereich des Distanzhalters an der Leitschiene, kann die Leitschiene auch bei gelöster Verbindung zum Distanzhalter über die Querstrebe in Relation zu diesem Distanzhalter geführt bleiben. Damit kann unter anderem die Standfestigkeit des Fahrzeugrückhaltesystems auch bei Anprall schwerer Lasten verbessert werden.If the fastening area of the transverse strut on the guide rail is higher than the fastening area of the spacer on the guide rail, the guide rail can remain in contact with the spacer via the cross strut in relation to this spacer, even if the connection to the spacer is disengaged. Thus, inter alia, the stability of the vehicle restraint system can be improved even with heavy loads.

Die Montage des Fahrzeugrückhaltesystems kann weiter erleichtert werden, wenn die Befestigungsmittel eine längliche Beilagplatte aufweisen, die zwei Strebenenden aufeinander folgender und an der Leitschiene befestigter Querstreben verbindet. Außerdem kann die Kraftverteilung auf angrenzende Querstreben über die Beilagplatte verteilt werden. Somit kann nicht nur die Anbindung an die Leitschiene, sondern auch die Aufnahme und Ableitung von Energie, verursacht durch einen Anprall, verbessert werden. Hinzu kommt, dass durch diese Beilagplatte die Befestigungsmittel im Wesentlichen ausschließlich zweischnittig belastet werden. Ein Verdrehen dieser kann nämlich durch die beidseitige Einspannung von Leitschiene und Beilagplatte verhindert werden. Eine besonders standfeste Verbindung der Querstreben mit der Leitschiene kann so sichergestellt werden.The mounting of the vehicle restraint system can be further facilitated if the attachment means comprise an elongate shim plate connecting two strut ends of successive crossbars attached to the guardrail. In addition, the force distribution can be distributed to adjacent crossbars on the shim. Thus, not only the connection to the guide rail, but also the absorption and dissipation of energy caused by an impact can be improved. In addition, by this shim the fasteners be charged mainly exclusively zweinittig. A twisting of this can namely be prevented by the two-sided clamping of the guide rail and shim. A particularly stable connection of the cross braces with the guide rail can be ensured.

Befestigt ein Befestigungsmittel zwei zweite Strebenenden aufeinander folgender Querstreben an den Steher, kann sich der Material- und Montageaufwand am Fahrzeugrückhaltesystem weiter reduzieren. Hinsichtlich der erleichterten Handhabung kann sich eine Schraubverbindung als Befestigungsmittel auszeichnen. Außerdem kann damit die Kraftweiterleitung von Querstrebe zu Querstrebe verbessert werden.If a fastening means fastens two second strut ends of successive transverse struts to the uprights, the material and assembly effort on the vehicle restraint system can be further reduced. With regard to the ease of handling, a screw can be characterized as a fastener. In addition, it can be used to improve the power transmission from cross brace to cross brace.

Die Montage der Querstreben kann weiter erleichtert werden, wenn die beiden dreieckförmigen Verläufe gegengleich, insbesondere um einen Steher versetzt, entlang der Leitschienen verlaufen.The assembly of the transverse struts can be further facilitated if the two triangular courses run in opposite directions, in particular offset by a post, along the guide rails.

Wenn der Steher am Distanzhalter über mindestens ein Befestigungsmittel befestigt ist, sodass je in Steher und Distanzhalter in eingebrachte Langlöcher durchgreift, die geneigt zueinander verlaufen, kann zwischen dem Steher und Distanzhalter eine begrenzte Bewegung zugelassen werden. Eine derartige Bewegung kann im Anprallfall ein Aufstellen der Leitschiene sicherstellen, um beispielsweise einem Überfahren der Leitschiene entgegenzuwirken. Diese Bewegung kann zudem begrenzt werden, indem zwischen Steher und Distanzhalter ein von einem Anschlag am Distanzhalter begrenztes Bewegungsspiel vorgesehen ist. Bevorzugt kann das gesamte Bewegungsspiel einer Langlochlänge entsprechen.If the upright is attached to the spacer via at least one fastening means, so that each in the uprights and spacers engages in introduced slots which are inclined to each other, a limited movement can be allowed between the uprights and spacers. Such a movement can ensure an installation of the guide rail in the event of an impact in order, for example, to counteract a running over of the guide rail. In addition, this movement can be limited by providing a clearance limited by a stop on the spacer between the upright and the spacer. Preferably, the entire range of motion can correspond to a slot length.

Weist der Steher eine offene Profilform auf, kann es vorteilhaft sein, wenn der jeweilige dreieckförmige Verlauf an Querstreben an jener Steherseite des Stehers befestigt ist, die der Leitschiene mit dem daran befestigten anderen dreieckförmigen Verlauf zugewandt ist. Der jeweilige andere dreieckförmige Verlauf kann damit die Profilöffnung des Stehers abdecken, die der diesbezüglichen Fahrtrichtung entgegensteht. Das erfindungsgemäße Fahrzeugrückhaltesystem kann damit besonders sicher werden.If the uprights have an open profile shape, it can be advantageous if the respective triangular course is fastened to transverse struts on the upright side of the upright which faces the guide rail with the other triangular course attached thereto. The respective other triangular course can thus cover the profile opening of the Steher, which precludes the relevant direction of travel. The vehicle restraint system according to the invention can thus be particularly secure.

In den Figuren wird beispielsweise der Erfindungsgegenstand anhand einer Ausführungsvariante näher dargestellt. Es zeigen

Fig. 1
eine Rückansicht auf ein Fahrzeugrückhaltesystem,
Fig. 2
eine vergrößerte Teilansicht der Fig. 1,
Fig. 3
eine Draufsicht auf das nach Fig. 1 dargestellte Fahrzeugrückhaltesystem,
Fig. 4
eine vergrößerte Seitenansicht auf einen Steher des nach Fig. 1 dargestellten Fahrzeugrückhaltesystems,
Fig. 5
eine Draufsicht auf das erfindungsgemäße Fahrzeugrückhaltesystem nach einem Ausführungsbeispiel,
Fig. 6
eine Schnittansicht nach V-V der Fig. 5 und
Fig. 7
eine vergrößerte Seitenansicht auf einen Steher des nach Fig. 5 dargestellten Fahrzeugrückhaltesystems.
In the figures, for example, the subject invention is illustrated by means of an embodiment variant in more detail. Show it
Fig. 1
a rear view of a vehicle restraint system,
Fig. 2
an enlarged partial view of the Fig. 1 .
Fig. 3
a top view of the after Fig. 1 illustrated vehicle restraint system,
Fig. 4
an enlarged side view of a post of Fig. 1 illustrated vehicle restraint system,
Fig. 5
a plan view of the vehicle restraint system according to the invention according to an embodiment,
Fig. 6
a sectional view according to VV of Fig. 5 and
Fig. 7
an enlarged side view of a post of Fig. 5 illustrated vehicle restraint system.

Entsprechend den Figuren 1 bis 4 wird ein Fahrzeugrückhaltesystem 1 gezeigt, das im Wesentlichen bodenbefestigte Steher 2, 3, 4, Distanzhalter 5, 6, 7, eine Leitschiene 8 und Querstreben 9 zur mechanischen Versteifung des Fahrzeugrückhaltesystems 1 aufweist. Die Distanzhalter 5, 6, 7 sind am jeweiligen Steher 2, 3, 4 befestigt, wobei diese Distanzhalter 5, 6, 7 mit an der Leitschiene 8 befestigt sind und diese abstützen, wie dies beispielsweise nach Fig. 4 anhand des Stehers 2 zu erkennen ist.
An dieser Stelle wird im Allgemeinen erwähnt, dass unter einem ein Distanzhalter 5, 6, 7 allgemein zu verstehen ist. Er kann durchaus mehrteilig ausgeführt sein, wie dies im Ausführungsbeispiel beispielsweise gezeigt wird.
Weiter zeigt der nach Fig. 1 dargestellte Teil eines Fahrzeugrückhaltesystems Querstreben 9, die an ihrem ersten Strebenenden 10 jeweils im Bereich des Distanzhalters 5 eines ersten Stehers 2 befestigt sind. Außerdem sind diese Querstreben 9 an ihrem zweiten Strebenende 11, das gegenüber dem ersten Strebenende 10 tiefer liegt, an einem dem ersten Steher 2 folgenden zweiten Steher 3 bzw. 4 befestigt.According to the FIGS. 1 to 4 a vehicle restraint system 1 is shown, which has substantially floor-mounted uprights 2, 3, 4, spacers 5, 6, 7, a guide rail 8 and cross braces 9 for the mechanical reinforcement of the vehicle restraint system 1. The spacers 5, 6, 7 are attached to the respective uprights 2, 3, 4, said spacers 5, 6, 7 are fixed to the guide rail 8 and support it, as for example Fig. 4 can be seen by the post 2.
It is generally mentioned at this point that a spacer 5, 6, 7 is to be understood generally. He may well be designed in several parts, as shown for example in the embodiment.
Next shows after Fig. 1 shown part of a vehicle restraint system cross struts 9, which are fastened at their first strut ends 10 in each case in the region of the spacer 5 of a first post 2. In addition, these cross struts 9 at its second end of the strut 11, compared to the first strut end 10 is lower, attached to a second post 3 following the first post 2.

Um aufgrund dieser mechanischen Versteifung Ausweichbewegungen der Leitschiene 8 sicher zu vermeiden, ist vorgesehen, dass die ersten Strebenenden 10 der Querstrebe 9 an der Leitschiene 8 befestigt sind, wie dies nach Fig. 2 im Detail erkannt werden kann. Dafür erstrecken sich die Strebenenden 10 zu den Stehern 2, 3, 4 zugewandten Längsseite der Leitschiene 8 bzw. der Innenseite der Leitschiene 8. Damit erfüllen die Querstreben 9 nicht nur eine mechanische Versteifung des Fahrzeugrückhaltesystems 1 sondern auch die Funktion einer zu den Distanzhaltern 5, 6, 7 parallelen Befestigung der Leitschiene 8. Im Gegensatz zum Stand der Technik ist daher selbst bei hohen Anpralllasten eine sichere Führung der Leitschiene 8 gewährleistet. Eine hohe Aufhalteklasse kann so sichergestellt bleiben.In order to safely avoid evasive movements of the guide rail 8 due to this mechanical stiffening, it is provided that the first strut ends 10 of the transverse strut 9 are fastened to the guide rail 8, as shown in FIG Fig. 2 can be detected in detail. For this purpose, the strut ends 10 extend to the uprights 2, 3, 4 facing the longitudinal side of the guide rail 8 and the inside of the guide rail 8. Thus, the cross struts 9 meet not only a mechanical stiffening of the vehicle restraint system 1 but also the function of one of the spacers 5, 6, 7 parallel attachment of the guide rail 8. In contrast to the prior art, therefore, a secure guidance of the guide rail 8 is ensured even at high impact loads. A high retention class can thus be ensured.

Durch die Verwendung von lösbaren Schraubverbindungen 12, 13 als Befestigungsmittel 14 der Querstreben 9 an der Leitschiene 8 und an dem zweiten Steher 3 bzw. 4 kann die Montage des Fahrzeugrückhaltesystems 1 erheblich einfacher erfolgen. Als Befestigungsmittel 14 sind jedoch auch Nietverbindungen oder anderes, beispielsweise formschlüssige Verbindungsmittel, vorstellbar, was nicht näher dargestellt worden ist.By using detachable screw 12, 13 as a fastening means 14 of the cross braces 9 on the guide rail 8 and the second post 3 and 4, the installation of the vehicle restraint system 1 can be done much easier. However, rivets or other, for example positive connection means, are conceivable as fastening means 14, which has not been shown in detail.

An den Querstreben 9 wird eine gewisse Beweglichkeit bei einem Anprall zugelassen, indem die Querstreben 9 je ein Langloch 15 aufweisen, durch das die Befestigungsmittel 14 ragen. Somit kann die Leitschiene 8 ohne versteifende Wirkung der Querstreben 9 Verformungsenergie aufnehmen und wirkt daher im Wirkungsbereich zunächst weicher. Dies ist bei leichten Anpralllasten von Vorteil. Geht dann das in der Art eines Linearlagers auf Anschlag, indem das Langloch 15 die Schraube der Schraubverbindung 12 in der Bewegung sperrt, wirkt die mechanische Versteifung durch die Querstrebe 9 voll auf die Leitschiene 8, sodass selbst schwere Anpralllasten vom Fahrzeugrückhaltesystem 1 aufgehalten werden.At the cross struts 9 a certain mobility is allowed in an impact by the cross struts 9 each have a slot 15 through which the fastening means 14 protrude. Thus, the guide rail 8 can absorb 9 deformation energy without stiffening effect of the cross braces and therefore acts softer in the area of action initially. This is advantageous for light impact loads. Then goes in the manner of a linear bearing to stop by the slot 15 locks the screw of the screw 12 in the movement, the mechanical stiffening acts through the cross member 9 fully on the guide rail 8 so that even heavy impact loads are stopped by the vehicle restraint system 1.

Wie den Figuren 1 bis 4 zu entnehmen ist, bestehen die Querstreben 9 aus einem Flachstahl, der im Vergleich zu Stahlseilen einfacher handzuhaben ist. Stahlseile oder andere biegeweiche Zugelemente sind selbstverständlich alternativ zum Flachstahl vorstellbar.Like that FIGS. 1 to 4 can be seen, the cross struts 9 consist of a flat steel, which is easier to handle compared to steel cables. Steel cables or other bending soft tension elements are of course conceivable as an alternative to flat steel.

Außerdem weist die Querstrebe 9 am, dem Steher 3 bzw. 4 zugewandten Strebenende 11 einen gekröpften Flanschbereich 16 mit Öffnung für Befestigungsmittel 14 auf. Dieser gekröpfte Flanschbereich 16 gleicht den schrägen Verlauf von der Leitschiene 8 zum Steher 3 bzw. 4 aus, was die Montage der Querstrebe 9 erleichtert. Zudem erlaubt der gekröpfte Flanschbereich 16 durch Zurückbiegung in die Längsachse der Querstrebe 9 eine gewisse Längung der Querstrebe 9. Damit können die Querstreben 9 bei einem Anprall auf das Verhalten des Fahrzeugrückhaltesystems 1 zusätzlich Einfluss nehmen.In addition, the transverse strut 9 at the strut 3 and 4 facing strut end 11 a cranked flange portion 16 with opening for fastening means 14. This cranked flange region 16 compensates for the oblique course from the guide rail 8 to the upright 3 or 4, which facilitates the mounting of the transverse strut 9. In addition, the cranked flange portion 16 allows by bending back into the longitudinal axis of the cross member 9 a certain elongation of the cross member 9. Thus, the cross braces 9 can take in an impact on the behavior of the vehicle restraint system 1 additional influence.

Die Montage der Querstreben 9 kann außerdem erleichtert werden, wenn das jeweilige zweite, tieferliegende Strebenende 11 auf der, der Leitschiene 8 abgewandten Steherseite 17 des Stehers 3 bzw. 4 befestigt ist, wie dies nach Fig. 1 zu erkennen ist. Außerdem führt solch eine Befestigung der Querstreben zu einem Zugband mit einer formschlüssigen Verbindung von Steher 2, 3, 4 und Leitschiene 8.The assembly of the transverse struts 9 can also be facilitated if the respective second, deeper strut end 11 is fixed on the side facing away from the guide rail 8 upright side 17 of the upright 3 and 4, as shown Fig. 1 can be seen. In addition, such an attachment of the cross braces leads to a drawstring with a positive connection of posts 2, 3, 4 and guide rail. 8

Nach der Fig. 4 ist insbesondere zu erkennen, dass die Leitschiene 8 gegenüber einem Abheben vom Distanzhalter 5, 6, 7 gesichert ist, indem der Befestigungsbereich 18 der Querstrebe 9 an der Leitschiene 8 höher als der Befestigungsbereich 19 des Distanzhalters 5 an der Leitschiene 8 liegt. Die Querstrebe 9 kann nämlich selbst bei einem Lösen der Verbindung zwischen Distanzhalter 5 und Leitschiene 8 auf die Leitschiene eine zum Steher 2 heranziehende Wirkung ausüben. Ein besonders standfestes Fahrzeugrückhaltesystem 1 ist damit geschaffen. Wie außerdem in der Fig. 4 ersichtlich, ist der Distanzhalter 5 an der Leitschiene 8 über eine Schraubverbindung 23 befestigt.After Fig. 4 it can be seen in particular that the guide rail 8 is secured against lifting off the spacer 5, 6, 7 by the mounting portion 18 of the cross member 9 on the guide rail 8 is higher than the mounting portion 19 of the spacer 5 on the guide rail 8. Namely, the cross strut 9 can exert on the guide rail an attraction to the upright 2 even if the connection between the spacer 5 and the guide rail 8 is released. A particularly stable vehicle restraint system 1 is thus created. As well as in the Fig. 4 can be seen, the spacer 5 is attached to the guide rail 8 via a screw 23.

Wie insbesondere der Fig. 1 zu entnehmen ist, folgen mehrere an Steher 3, 4 und Leitschiene 8 befestige Querstreben 9 aufeinander entlang der Leitschiene einem dreieckförmigen Verlauf 20, um eine hohe mechanische Versteifung zu gewährleisten. Im Ausführungsbeispiel ist dies insbesondere in einem vertikalen Zick-Zack-Verlauf in Längsrichtung der Leitschiene zu erkennen.How the particular Fig. 1 it can be seen, follow a plurality of uprights 3, 4 and guide rail 8 fastened cross braces 9 successive along the guide rail a triangular course 20 to ensure a high mechanical stiffening. In the exemplary embodiment, this can be seen in particular in a vertical zig-zag course in the longitudinal direction of the guide rail.

Zur mechanisch verstärkten Verbindung zweier aufeinander folgender Querstreben 9 an die Leitschiene 8 trägt bei, dass eine längliche Beilagplatte 21 diese beiden Strebenenden 10 der Querstreben 9 verbindet.For the mechanically reinforced connection of two successive transverse struts 9 to the guide rail 8 contributes that an elongated shim 21 connects these two strut ends 10 of the cross braces 9.

Durch Verwendung einer Schaubverbindung 13 als Befestigungsmittel 14, um zwei Strebenenden 11 aufeinander folgender Querstreben 9 an den Steher 2, 3, 4 zu befestigen, reduziert sich der Montageaufwand erheblich. Im Allgemeinen wird erwähnt, dass die Strebenenden 11 bzw. die gekröpften Flanschbereiche 16 der Querstreben 9, 90 je ein oder mehrere Langlöcher 136 aufweisen können, um die Montage der Querstreben noch weiter zu erleichtern, wie dies insbesondere der Fig. 2 zu entnehmen ist.By using a Schaub connection 13 as a fastening means 14 to attach two strut ends 11 consecutive cross braces 9 to the uprights 2, 3, 4, the assembly cost is reduced significantly. In general, it is mentioned that the strut ends 11 and the cranked flange portions 16 of the transverse struts 9, 90 may each have one or more elongated holes 136 in order to facilitate the assembly of the transverse struts even further, as in particular Fig. 2 can be seen.

Außerdem ist nach den Figuren 1 und 3 erkennbar, dass parallel zum ersten dreieckförmigen Verlauf 20 von Querstreben 9 ein zweiter dreieckförmiger Verlauf 22 von Querstreben 90 vorgesehen ist. Diese Querstreben 90 sind in ihrer Ausführungsform gleich wie die Querstreben 9 und weisen in diesem Ausführungsbeispiel ebenfalls zwei Endbereiche 10, 11, einen gekröpften Flanschbereich 16, Langlöcher 15 etc. auf.
Die Querstreben 9, 90 beider Verläufe 20, 22 sind jedoch alternierend entweder am Steher 2, 3 bzw. 4 oder an der Leitschiene 8 im Bereich des Distanzhalters 5, 6 bzw. 7 dieses Stehers 2, 3 bzw. 4 befestigt. Die Querstreben 9, 90 der beiden Verläufe 20, 22 wechseln also in ihrer Befestigung entlang der Leitschiene ab - die Befestigung ist also gegengleich, was einen symmetrischen Aufbau des Fahrzeugrückhaltesystems gewährleistet. Außerdem überkreuzen sich die Querstreben 9, 90 der beiden Verläufe 20, 22 zwischen den Stehern 3, 2 bzw. 2, 4 alternierend, wie dies nach den Figuren 1 und 3 erkannt werden kann. Dies bedeutet, dass in der Kreuzung abwechselnd die Querstrebe 9 des Verlaufs 20 und die Querstrebe 90 des Verlaufs 22 näher zur Leitschiene 8 angeordnet ist. Die Querstreben 9, 90 unterstützen sich so gegenseitig bei der Aufnahme von Verformungsenergie und stellen damit eine hohe Aufhalteklasse sicher.Besides, after the FIGS. 1 and 3 recognizable that parallel to the first triangular course 20 of transverse struts 9, a second triangular course 22 of transverse struts 90 is provided. These cross braces 90 are in their embodiment the same as the cross braces 9 and in this embodiment also have two end portions 10, 11, a cranked flange portion 16, slots 15, etc. On.
However, the transverse struts 9, 90 of both courses 20, 22 are alternately fixed either to the upright 2, 3 or 4 or to the guide rail 8 in the region of the spacer 5, 6 or 7 of this post 2, 3 and 4, respectively. The cross struts 9, 90 of the two gradients 20, 22 thus change in their attachment along the guide rail - the attachment is thus opposite, which ensures a symmetrical structure of the vehicle restraint system. In addition, the transverse struts 9, 90 of the two courses 20, 22 cross over between the uprights 3, 2 and 2, 4 alternately, such as this after the FIGS. 1 and 3 can be recognized. This means that in the intersection, the transverse strut 9 of the course 20 and the transverse strut 90 of the course 22 are arranged alternately closer to the guide rail 8. The cross struts 9, 90 thus support each other in the absorption of deformation energy and thus ensure a high retention class.

Entsprechend den Figuren 5 bis 7 wird beispielsweise ein Fahrzeugrückhaltesystem 100 nach einem Ausführungsbeispiel der Erfindung dargestellt, das in Bezug auf die Querstreben ähnlich zum vorstehend beschriebenen Fahrzeugrückhaltesystem 1 ausgebildet ist. Der wesentliche Unterschied besteht jedoch in der doppelseitigen Ausführung mit Leitschienen 8, 108. Der Übersichtlichkeit halber werden beim Fahrzeugrückhaltesystem 100 alle Bezugszeichen, die mit Bauteilen des Fahrzeugrückhaltesystems 1 ident sind, übernommen. Dies ist beispielsweise an den Bezugszeichen der Stehern 2, 3, 4, der Leitschiene 8, der Querstreben 9, 90 und so der Fall.According to the FIGS. 5 to 7 For example, a vehicle restraint system 100 according to an embodiment of the invention is illustrated that is configured with respect to the cross braces similar to the vehicle restraint system 1 described above. However, the main difference is in the double-sided design with guide rails 8, 108. For the sake of clarity, all reference numerals that are identical to components of the vehicle restraint system 1 are adopted in the vehicle restraint system 100. This is the case, for example, at the reference numbers of the uprights 2, 3, 4, the guide rail 8, the transverse struts 9, 90 and so on.

Wie in der Fig. 5 zu erkennen, schließt beim Fahrzeugrückhaltesystem 100 an die bodenbefestigten Steher 2, 3, 4 je ein Distanzhalter 105, 106, 107 an. Hierzu sind zwischen Distanzhalter 105, 106, 107 und Steher 2, 3, 4 Befestigungsmittel 14, nämlich lösbare Schraubverbindungen 124, vorgesehen. Die Distanzhalter 105, 106, 107 sind - wie in Fig. 6 und 7 näher zu erkennen - zweiteilig ausgeführt und bestehen je aus einem Abstandsteil 125 und zwei Montagewinkeln 126. Der ein Sigma-Profil aufweisende Abstandsteil 125 ist mit dem jeweiligen Steher 2, 3, 4 verbunden, wobei an diesen Abstandsteil 125 zwei Montagewinkeln 126 anschließen, an die die jeweilige Leitschiene 9, 90 über lösbare Schraubverbindungen 23 befestigt ist.
Zudem sind zur mechanischen Versteifung des Fahrzeugrückhaltesystems 100 mehrere Querstreben 9, 90 vorgesehen. Die nach Fig. 5 gezeigten Querstreben 9, 90 sind jeweils an ihrem ersten Strebenende 10 im Bereich des Distanzhalters 105, 106 bzw. 107 eines ersten Stehers 2, 3 bzw. 4 befestigt. Außerdem sind diese Querstreben 9, 90 an deren zweitem Strebenende 11, das gegenüber dem ersten Strebenende 10 tiefer liegt, an einem dem ersten Steher 2 bzw. 3, 4 folgenden zweiten Steher 3, 4 bzw. 2 befestigt.Like in the Fig. 5 to recognize the vehicle restraint system 100 to the ground-mounted posts 2, 3, 4 depending on a spacer 105, 106, 107 at. For this purpose, between spacers 105, 106, 107 and posts 2, 3, 4 fastening means 14, namely releasable screw 124 is provided. The spacers 105, 106, 107 are - as in Fig. 6 and 7 closer to each other - made in two parts and each consist of a spacer 125 and two mounting brackets 126. The sigma profile having spacer 125 is connected to the respective uprights 2, 3, 4, wherein connect to this spacer 125 125 two mounting brackets to the the respective guide rail 9, 90 is fastened by means of detachable screw connections 23.
In addition, a plurality of transverse struts 9, 90 are provided for the mechanical stiffening of the vehicle restraint system 100. The after Fig. 5 shown transverse struts 9, 90 are respectively attached to its first strut end 10 in the region of the spacer 105, 106 and 107 of a first post 2, 3 and 4 respectively. In addition, these cross braces 9, 90 at the second end of the strut 11, compared to the first Strut end 10 is lower, attached to a second post 3, 4 or 2 following the first post 2, 3, 4 respectively.

Mehrere an Steher 2, 3, 4 und Leitschiene 8, 108 befestige Querstreben 9, 90 folgen aufeinander und bilden damit - gleich wie beim Fahrzeugrückhaltesystem 1 - entlang der Leitschiene 8, 108 parallele dreieckförmige Verläufe 20, 122 aus. Die Querstreben 9 des dreieckförmigen Verlaufs 20 sind an ihren ersten jeweiligen Endbereichen 10 an der Leitschiene 8 befestigt, wobei die Querstreben 90 des dreieckförmigen Verlaufs 122 mit ihren jeweiligen ersten Endbereichen 10 an der Leitschiene 108 befestigt sind. Je ein Verlauf 20, 122 ist daher der besonderen Befestigung einer der beiden Leitschiene 8, 108 zugeordnet.
Zudem verlaufen die beiden dreieckförmigen Verläufe 20, 122 um einen Steher 2, 3 versetzt entlang der Leitschienen 8, 108, was in Fig. 5 zu erkennen ist. So schließt stets nur einer der dreieckförmigen Verläufe 20, 122 pro Steher 2, 3, 4 an eine Leitschiene 8, 108 an, wohingegen der andere dreieckförmige Verlauf 122 bzw. 20 an diesem Steher selbst befestigt ist.A plurality of uprights 2, 3, 4 and guide rail 8, 108 fastened transverse struts 9, 90 follow one another and thus form - as in the vehicle restraint system 1 - along the guide rail 8, 108 parallel triangular curves 20, 122 from. The transverse struts 9 of the triangular course 20 are fastened to the guide rail 8 at their first respective end regions 10, the transverse struts 90 of the triangular course 122 having their respective first end regions 10 being fastened to the guide rail 108. Depending on a course 20, 122 is therefore associated with the particular attachment of one of the two guide rail 8, 108.
In addition, the two triangular curves 20, 122 extend around a post 2, 3 offset along the guide rails 8, 108, which in Fig. 5 can be seen. Thus, always only one of the triangular curves 20, 122 per post 2, 3, 4 connects to a guide rail 8, 108, whereas the other triangular course 122 or 20 is attached to this post itself.

Die Befestigungen der Querstreben 9, 90 an den Leitschienen 8, 108 sind - ident zum Fahrzeugrückhaltesystem 1 - über eine längliche Beilagplatte 21 und Verbindungsmittel 14, nämlich lösbare Schraubverbindungen 13, realisiert. Auch sind in diesen Endbereichen 10 der Querstreben 9, 90 Langlöcher 15 vorgesehen, was nicht näher dargestellt worden ist. Damit nützt auch das Fahrzeugrückhaltesystem 100 dieselben Vorteile, wie diese bereits vorstehend zum Fahrzeugrückhaltesystem 1 erläutert worden sind.The fastenings of the transverse struts 9, 90 on the guide rails 8, 108 are - ident to the vehicle restraint system 1 - via an elongated shim plate 21 and connecting means 14, namely releasable screw 13, realized. Also, in these end regions 10 of the transverse struts 9, 90 elongated holes 15 are provided, which has not been shown in detail. Thus, the vehicle restraint system 100 also benefits from the advantages already explained above for the vehicle restraint system 1.

Wie insbesondere der Fig. 7 zu entnehmen, weisen die Distanzhalter 105, 106, 107 an ihrem jeweiligen Abstandsteil 125 je einen Steg 127 und einen daran anschließenden unteren Flansch 128 auf. In diesen Flansch 128 ist eine Ausnehmung 129 eingebracht, durch die der jeweilige Steher 2, 3, 4 ragt, und zwar mit Bewegungsspiel 132. Zudem durchgreift das Befestigungsmittel 14 des jeweiligen Stehers 2, 3, 4 mit dem diesbezüglichen Distanzhalter 105, 106, 107 zwei Langlöcher 130 und 131, die geneigt aufeinander verlaufen. Damit kann bei einem Anprall über eine Kippbewegung des Distanzhalters 105, 106, 107, von welcher Kippbewegung eine Kipplage strichliert der Fig. 7 zu entnehmen ist, die Leitschiene 8 beschränkt aufgestellt werden. Dies vermeidet ein Überfahren der Leitschiene 8 auch bei Anprall vergleichsweise hoher Fahrzeuge. Zudem ist diese Bewegung zwischen Steher 2, 3, 4 und Distanzhalter 105, 106, 107 von einem Anschlag 133 am Distanzhalter 105, 106, 107 begrenzt. Wie der Fig. 7 entnommen werden kann, entspricht das gesamte Bewegungsspiel 132 der Langlochlänge des horizontalen Langlochs 130.How the particular Fig. 7 can be seen, the spacers 105, 106, 107 at their respective spacer 125 each have a web 127 and an adjoining lower flange 128. In this flange 128, a recess 129 is introduced through which the respective uprights 2, 3, 4 protrudes, with motion play 132. In addition, the fastening means 14 of the respective post 2, 3, 4 engages with the relevant spacer 105, 106, 107 two long holes 130 and 131, which are inclined towards each other. Thus, in a collision over a tilting movement of the spacer 105, 106, 107, from which tilting movement a tilted position of the dashed line Fig. 7 it can be seen, the guide rail 8 are set up limited. This avoids passing over the guide rail 8 even in case of impact of comparatively high vehicles. In addition, this movement between posts 2, 3, 4 and spacers 105, 106, 107 is limited by a stop 133 on the spacer 105, 106, 107. Again Fig. 7 can be removed, corresponds to the entire movement play 132 of the slot length of the horizontal slot 130th

Zudem kann der Fig. 5 entnommen werden, dass der Steher 2, 3, 4 eine offene Profilform aufweist. Um Verkehrsteilnehmer durch diese offene Profilform nicht zu gefährden, ist vorgesehen, dass der jeweilige dreieckförmige Verlauf 20, 122 an Querstreben 9, 90 an jener Steherseite des Stehers 2, 3, 4 befestigt ist, die der Leitschiene 108, 8 mit dem daran befestigten anderen dreieckförmigen Verlauf 122, 20 zugewandt ist. Der jeweils andere dreieckförmigen Verlauf 122, 20 biegt sich so über den in Fahrtrichtung 134 bzw. 135 im Profil offenen Steher und schützt damit anfahrende Fahrzeuge vor einem Hängenbleiben.In addition, the Fig. 5 can be taken that the uprights 2, 3, 4 has an open profile shape. In order not to endanger road users by this open profile shape, it is provided that the respective triangular course 20, 122 is secured to cross struts 9, 90 on that side of the stay 2, 3, 4, the guide rail 108, 8 with the other attached thereto triangular course 122, 20 faces. The respective other triangular course 122, 20 bends over the open in profile in the direction of travel 134 and 135 in the profile and thus protects approaching vehicles from getting caught.

Claims (11)

  1. Vehicle restraint system having a plurality of uprights (2, 3, 4), having a plurality of spacers (105, 106, 107) which are each fastened to an upright (2, 3, 4), having at least one guide rail (8, 108) fastened to the spacers (105, 106, 107), having at least one transverse strut (9 or 90) which at its first strut end (10) in the region of the spacer (105 or 106, 107) of a first upright (2, 3, 4) and at its second strut end (11), which is located lower than the first strut end (10), is fastened to a second upright (3, 4, 2) following the first upright (3, 4, 2), wherein the first strut end (10) of the transverse strut (9 or 90) is fastened to the guide rail (8, 108), characterized in that a plurality of transverse struts (9, 90) following one another along the guide rail and fastened to uprights (2, 3, 4) and to the guide rail (8, 108) follow a triangular course (20, 122), wherein on both sides of the uprights (2, 3, 4) one guide rail (8, 108) each is fastened to its spacers (105, 106, 107), and wherein parallel to the first triangular course (20) of transverse struts (9) a second triangular course (122) of transverse struts (90) is provided, wherein the transverse struts (9) of the first triangular course (20) are fastened to uprights (2, 3, 4) and the first guide rail (8) and the of transverse struts (90) of the second triangular course (122) are mounted on uprights (2, 3, 4) and the second guide rail (108).
  2. Vehicle restraint system according to claim 1, characterized in that the transverse struts (9, 90) are fastened to the guide rail (8, 108) and/or to the second upright (2, 3, 4) by fastening means (14), more particularly by at least one screw connection (12, 13).
  3. Vehicle restraint system according to claim 2, characterized in that the transverse strut (9, 90) has a longitudinally extending slotted hole (15), through which the fastening mean (14) passes.
  4. Vehicle restraint system according to any of claims 1, 2 or 3, characterized in that the transverse strut (9, 90) has an angled flange region (16) at the second strut end (11).
  5. Vehicle restraint system according to any of claims 1 to 4, characterized in that the second, lower strut end (11) is fastened to the side of the upright (2, 3, 4) that faces away from the guide rail (8, 108) with the first strut end (10) fastened thereto.
  6. Vehicle restraint system according to any of claims 1 to 5, characterized in that the fastening region (18) of the transverse strut (9, 90) on the guide rail (8, 108) is located higher than the fastening region (19) of the spacer (105, 106, 107) on the guide rail (8, 108).
  7. Vehicle restraint system according to any of claims 1 to 6, characterized in that the fastening means (14) have an elongate shim plate (21) which connects two strut ends (19) of successive transverse struts (9, 90) fastened to the guide rail (8, 108).
  8. Vehicle restraint system according to any of claims 1 to 7, characterized in that one fastening mean (14), more particularly screw connection (13), fastens two second strut ends (11) of successive transverse struts (9, 90) to the upright (2, 3, 4).
  9. Vehicle restraint system according to any of claims 1 to 8, characterized in that the two triangular courses (20, 122) run along the guide rails (8, 108) in opposite directions, more particularly offset by an upright (2, 3, 4).
  10. Vehicle restraint system according to any of claims 1 to 9, characterized in that the upright (2, 3, 4) is fastened to the spacer (105, 106, 107) via at least one fastening means (14) which passes through slotted holes (130, 131) formed in each upright (2, 3, 4) and spacer (105, 106, 107), said slotted holes running in an inclined manner relative to one another, wherein between uprights (2, 3, 4) and spacers (105, 106, 107) a movement play (132) is provided, said movement play being limited by a stop (133) on the spacer (105, 106, 107).
  11. Vehicle restraint system according to any of claims 1 to 10, characterized in that the upright (2, 3, 4) has an open profile shape, wherein the respective triangular course (20, 122) of transverse struts (9, 90) is fastened to that side of the upright (2, 3, 4) which faces towards the guide rail (108, 8) with the other triangular course (122, 20) fastened thereto.
EP14180446.8A 2014-08-08 2014-08-08 Vehicle retention system Active EP2982799B1 (en)

Priority Applications (21)

Application Number Priority Date Filing Date Title
EP16183651.5A EP3121337B1 (en) 2014-08-08 2014-08-08 Vehicle retention system
ES16183651T ES2718545T3 (en) 2014-08-08 2014-08-08 Vehicle retention system
EP14180446.8A EP2982799B1 (en) 2014-08-08 2014-08-08 Vehicle retention system
ES14180446.8T ES2656108T4 (en) 2014-08-08 2014-08-08 Vehicle retention system
HUE14180446A HUE037776T2 (en) 2014-08-08 2014-08-08 Vehicle retention system
SI201430548T SI2982799T1 (en) 2014-08-08 2014-08-08 Vehicle retention system
PL16183651T PL3121337T3 (en) 2014-08-08 2014-08-08 Vehicle retention system
SI201431114T SI3121337T1 (en) 2014-08-08 2014-08-08 Vehicle retention system
RS20180020A RS56775B1 (en) 2014-08-08 2014-08-08 Vehicle retention system
RS20190224A RS58399B1 (en) 2014-08-08 2014-08-08 Vehicle retention system
PL14180446T PL2982799T3 (en) 2014-08-08 2014-08-08 Vehicle retention system
HUE16183651A HUE042093T2 (en) 2014-08-08 2014-08-08 Vehicle retention system
HUE15180456A HUE031383T2 (en) 2014-08-08 2015-08-10 Vehicle retention system
ES15180456.4T ES2616692T3 (en) 2014-08-08 2015-08-10 Vehicle retention system
SI201530033A SI2982800T1 (en) 2014-08-08 2015-08-10 Vehicle retention system
RS20170204A RS56842B1 (en) 2014-08-08 2015-08-10 Vehicle retention system
PL15180456T PL2982800T3 (en) 2014-08-08 2015-08-10 Vehicle retention system
EP15180456.4A EP2982800B1 (en) 2014-08-08 2015-08-10 Vehicle retention system
HRP20170264TT HRP20170264T1 (en) 2014-08-08 2017-02-20 Vehicle retention system
HRP20180044TT HRP20180044T1 (en) 2014-08-08 2018-01-10 Vehicle retention system
HRP20190384TT HRP20190384T1 (en) 2014-08-08 2019-02-28 Vehicle retention system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14180446.8A EP2982799B1 (en) 2014-08-08 2014-08-08 Vehicle retention system

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP16183651.5A Division-Into EP3121337B1 (en) 2014-08-08 2014-08-08 Vehicle retention system
EP16183651.5A Division EP3121337B1 (en) 2014-08-08 2014-08-08 Vehicle retention system

Publications (2)

Publication Number Publication Date
EP2982799A1 EP2982799A1 (en) 2016-02-10
EP2982799B1 true EP2982799B1 (en) 2017-10-11

Family

ID=51301144

Family Applications (3)

Application Number Title Priority Date Filing Date
EP16183651.5A Active EP3121337B1 (en) 2014-08-08 2014-08-08 Vehicle retention system
EP14180446.8A Active EP2982799B1 (en) 2014-08-08 2014-08-08 Vehicle retention system
EP15180456.4A Active EP2982800B1 (en) 2014-08-08 2015-08-10 Vehicle retention system

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP16183651.5A Active EP3121337B1 (en) 2014-08-08 2014-08-08 Vehicle retention system

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP15180456.4A Active EP2982800B1 (en) 2014-08-08 2015-08-10 Vehicle retention system

Country Status (7)

Country Link
EP (3) EP3121337B1 (en)
ES (3) ES2718545T3 (en)
HR (3) HRP20170264T1 (en)
HU (3) HUE037776T2 (en)
PL (3) PL3121337T3 (en)
RS (3) RS56775B1 (en)
SI (3) SI3121337T1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111455844B (en) * 2020-04-30 2022-09-16 浙江拓宇建设有限公司 Bridge guardrail for preventing vehicle from rolling

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3417965A (en) 1967-05-25 1968-12-24 James H. Gray Vehicle guard rail
ITTO980044A1 (en) * 1998-01-19 1999-07-19 Ilva Pali Dalmine S R L IMPROVEMENTS TO A SEMI-RIGID ROAD BARRIER TO DISSIPATION OF THE IMPACT ENERGY WITH STRUCTURE CORRECTION.
IT1305149B1 (en) * 1998-10-30 2001-04-10 Ilva Pali Dalmine S R L SEMI-RIGID ROAD BARRIER WITH HIGH CAPACITY OF CONTAINMENT AND IMPACT ABSORPTION, IN PARTICULAR FOR BRIDGES AND SIMILAR
DE20018270U1 (en) 2000-10-18 2001-03-01 Meisner Rico Cross strut for distance guardrail system
IT1319369B1 (en) * 2000-12-11 2003-10-10 Provincia Autonoma Di Bolzano STEEL SAFETY ROAD BARRIER

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
SI2982799T1 (en) 2018-02-28
SI2982800T1 (en) 2017-05-31
HUE042093T2 (en) 2019-06-28
ES2656108T3 (en) 2018-02-23
ES2656108T4 (en) 2018-05-22
HUE031383T2 (en) 2017-07-28
HRP20180044T1 (en) 2018-02-23
PL2982799T3 (en) 2018-06-29
EP2982799A1 (en) 2016-02-10
HRP20170264T1 (en) 2017-04-21
EP3121337A1 (en) 2017-01-25
ES2616692T3 (en) 2017-06-14
ES2718545T3 (en) 2019-07-02
EP3121337B1 (en) 2019-01-02
RS56842B1 (en) 2018-04-30
SI3121337T1 (en) 2019-04-30
EP2982800B1 (en) 2016-11-23
RS56775B1 (en) 2018-04-30
HRP20190384T1 (en) 2019-04-19
PL3121337T3 (en) 2019-07-31
RS58399B1 (en) 2019-04-30
PL2982800T3 (en) 2017-08-31
HUE037776T2 (en) 2018-09-28
EP2982800A1 (en) 2016-02-10

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