EP3222781B1 - Energy absorbing vehicle restraint system - Google Patents

Energy absorbing vehicle restraint system Download PDF

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Publication number
EP3222781B1
EP3222781B1 EP16162046.3A EP16162046A EP3222781B1 EP 3222781 B1 EP3222781 B1 EP 3222781B1 EP 16162046 A EP16162046 A EP 16162046A EP 3222781 B1 EP3222781 B1 EP 3222781B1
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EP
European Patent Office
Prior art keywords
restraint system
damping
vehicle restraint
energy absorbing
rows
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.)
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Application number
EP16162046.3A
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German (de)
French (fr)
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EP3222781A1 (en
Inventor
Karl Urlberger
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.)
SPS SCHUTZPLANKEN GMBH
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Sps Schutzplanken GmbH
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Priority to EP16162046.3A priority Critical patent/EP3222781B1/en
Publication of EP3222781A1 publication Critical patent/EP3222781A1/en
Application granted granted Critical
Publication of EP3222781B1 publication Critical patent/EP3222781B1/en
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    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety 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
    • E01F15/14Safety 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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145Means for vehicle stopping using impact energy absorbers
    • E01F15/146Means for vehicle stopping using impact energy absorbers fixed arrangements
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety 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
    • E01F15/14Safety 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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145Means for vehicle stopping using impact energy absorbers

Description

  • The invention relates to an energy absorbing vehicle restraint system in front of an obstacle located laterally on roads.
  • Obstacles adjacent to the road, in particular solid concrete walls, e.g. At tunnel entrances or in tunnels, there is a potential danger to vehicles and their occupants and they must be protected in order to avoid greater damage to the vehicles and their occupants.
  • Energy absorbing vehicle restraint systems are known in the art. That's how it describes DE 10 2012 104 686 a vehicle restraint system in the form of a crash cushion, wherein the impact energy is converted by deformation of damping units in deformation energy and thus a vehicle decelerates for the occupants substantially safe. However, the known vehicle restraint system is used in places that provide sufficient space for a relatively large number of damping units. In confined spaces, the known vehicle restraint system can not be used. Such places with limited space are z. B. in tunnel niches that end in the direction of travel on a transverse wall in the rule. Here comes added as an additional risk that the corner of the niche end wall facing the roadway at a lateral retraction into the niche can also cause a serious accident by uncontrolled distraction. Also often at the front of the niche an escape door or rescue means such as a fire extinguisher are arranged.
  • There are also concrete safety barriers with a New Jersey profile. Such protective devices serve to return a stray from a roadway vehicle back to the road. However, due to their profile, such barriers tend to raise a laterally approaching vehicle with the risk that the approaching vehicle will bounce off the guard at a substantially undiminished rate
  • Further prior art is for example from the WO-A-03 095247 known.
  • The invention is therefore an object of the invention to provide an improved energy absorbing vehicle restraint system that provides a good damping function even in tight spaces, as found in tunnels, and simultaneously allows for a lateral approach controlled deriving.
  • The object is solved by the features of independent claim 1.
  • In front of the obstacle, an energy absorbing vehicle restraint system with retention device is arranged at a distance; the retaining device has damping units, which are each arranged behind one another in the direction of travel in three parallel juxtaposed longitudinal rows; the damping units are indirectly or directly on the ground and are movable in the direction of travel; means for end-supporting the retainer; at least one guide device running in the direction of travel, which in the case of a laterally acting force component counteracts lateral deflection of the retaining device, at least one of the longitudinal rows of which forms the guide device Guide rail assembly is guided laterally.
  • The embodiment according to the invention provides sufficient energy absorption for an impact occurring essentially in the direction of travel and, on the other hand, for a lateral approach, allows a controlled advancement of a vehicle back onto the roadway. This continuing is made possible by the guide rail assembly, which counteracts a lateral deflection of the entire system. This is particularly important for vehicles with a higher weight, otherwise the vehicle could move the restraint system from its position due to the higher weight and the vehicle could impact uncontrollably against the end wall of the niche. According to the invention, the at least one rail holds the system in place and functionally allows its displacement in the event of a vehicle impact only in the direction of travel. In particular, a high reduction of the impact velocity is provided by the inventive construction in an impact on the head end of the device. Even in the event of a lateral impact, the deformability of the device contributes to a reduction in the speed, the extent depending on the impact angle-at a steep impact angle, the reduction in speed is greater than at a low impact angle.
  • Advantageously, a guide rail arrangement is arranged on each of the longitudinal rows, against which the damping units of the respective row bear against a region facing away from the roadway. Such an arrangement causes lateral impact forces to be absorbed across the entire width of the retainer at each damper row and introduced into the floor without the device being displaced laterally. Thus, a vehicle can be returned to the roadway to some extent passively controlled. The contact between the guide rail and a damping unit depends on the type of damping unit. The damping unit may have a foot construction, with which the damping unit on a ground or ground stands. Alternatively, a damping unit can stand directly on the ground or on a slide rail arrangement without a special foot construction.
  • It is advantageous that the rail assembly consists of angle iron and anchored in the ground. Here, the angle iron are fixed with one leg on the ground, while the other free leg at an angle from the top and offers a facility for the associated series of damping units.
  • It is advantageous that in at least one longitudinal row ten damping units are behind each other, thus ten transverse rows are formed, and the damping units in the transverse rows 7, 8 and 9 in the end of the retainer before the last transverse row 10 before the obstacle are higher than in the remaining area. The stated number of 10 successive damping units provides a sufficient energy absorption capacity in the longitudinal direction, while the number of three longitudinal rows provides a sufficient rigidity in the transverse direction, which is further increased by the rails, this inherent rigidity. Due to the greater height of the damping elements in said rear transverse rows damping capacity is provided at this location and above the height of the preceding damping units, which engages in the last third of the impact process in the damping. This initially results in a "soft" impact through which lighter vehicles already lose a significant portion of their kinetic energy. By contrast, in a heavier vehicle, the major part of the kinetic energy is converted into deformation energy in the rear area of the restraint, the higher damping units providing the greatest deformation capacity. But even if the heavier vehicle should exceed it after compressing the front low damping units, the higher damping units can provide damping capacity for the ascended vehicle.
  • Further, it is advantageous if at least the front transverse rows 1 to 5 a have lower energy absorption than the following transverse rows. At least certain of these damping units referred to below damping units are equipped with an inner and / or outer reinforcing structure, so that they according to the invention provide a higher energy absorption than previous or subsequent transverse rows.
  • The damping units may preferably consist of damping tubes, wherein the damping tubes of at least certain transverse rows of damping units, which provide a higher energy absorption than previous or subsequent transverse rows, are formed with a thicker wall thickness than the damping tubes 1 to 5; the latter can be equipped with a lower energy absorption.
  • In a development of the vehicle restraint system according to the invention, the restraint device is supported on the obstacle after the last damping unit of the roadway-near longitudinal row with a discharge support.
  • It is also advantageous if an end support is anchored at a distance in front of the obstacle in the ground.
  • Adjacent damping units are interconnected by means of connecting elements and support plates, wherein the support plates are arranged at a distance equal to or smaller than the diameter of a damping unit in pairs parallel and symmetrical to the longitudinal axis of symmetry of the rows between two successive adjacent damping units.
  • It is advantageous that the damping units and the support plates and the means for end-supporting the retainer of the obstacle are made of weldable material steel and the damping units on the one hand and the connecting elements and support plates on the other hand at their touch and connection lines with an associated wall portion of the damping unit in the longitudinal direction by welding connected to each other. This results in a compact unit that can be delivered prefabricated the site.
  • For ease of assembly, when damping units which transversely contact one another along adjacent generatrices are used by means of a detachable connection, e.g. Screw or wedge connection are interconnected.
  • In the following the invention will be explained in more detail in connection with the figures. Show it:
  • Fig. 1
    a vehicle restraint system according to the invention in a perspective view in a tunnel bay with a front side centrally ascending car;
    Fig. 2
    a view of the arrangement Fig. 1 from above;
    Fig. 3
    a schematic view of the front side of an anchored in the ground, consisting of angle iron rail assembly;
    Fig. 4
    a perspective schematic view of a vehicle restraint system according to the invention from the side with a discharge support.
    Technical description of an embodiment.
  • In Fig. 1 an energy-absorbing vehicle restraint system 1 according to the invention is shown in a perspective view in a tunnel bay with a front end centering car. The tunnel bay is an extension in the tunnel wall, which extends over a predetermined distance along the roadway. The tunnel bay has at each end transverse walls, which constitute an obstacle 2.
  • The energy absorbing vehicle restraint system 1 is arranged at a distance in front of the obstacle 2 and has a retaining device 3 with Damping units 4 on. These are each successively arranged in the direction of travel in three parallel juxtaposed longitudinal rows 5.1, 5.2 and 5.3. The damping units 4 are formed in the illustrated embodiment example of upstanding damping tubes that are directly or indirectly on the ground or a train and deform in an impact. During the impact, the deformed damping tubes can shift in the direction of travel.
  • The attenuation units 4 designed as damping tubes can each have a foot which slides on the ground or they can also stand with their lower edge directly on the ground or said path in an alternative embodiment.
  • At the end of the retainer 3, a means for end-support 6 is arranged. It consists of a wedge construction between the damping tubes of the last transverse row 9.10 and is anchored in the ground (see FIG. Fig. 3 ).
  • In Fig.2 a running in the direction of travel guide means 7 is shown, which consists in the illustrated embodiment of a guide rail arrangement with three guide rails 7.1, 7.2 and 7.3. The guide rails 7.1, 7.2, 7.3 are in this embodiment of angle iron and are anchored in the ground. As a result of this anchoring in the ground, the guide rails counteract in the case of a laterally acting force component lateral deflection of the retaining device. It can be provided to fasten the guide rails by means of a bolt-bolt arrangement in the ground, wherein in the guide rails each extending transversely to the direction of travel fastening slot can be formed, so that in a lateral impact first a frictional connection is made and in the further course of lateral impact the positive connection acts. The guide rails are in the in Fig.2 example arranged so close to the feet of the damping units that these feet come to rest with a side portion of the rails and so in a side impact of a Prevent vehicle evasive sideways movement of the retainer. Alternatively to the illustrated form, the guide rails can also be in a positive engagement with a suitably designed area on the foot.
  • Also alternatively, an embodiment may be provided in which the guide rails are in contact with the lower edge of the damping tubes.
  • At least one of the longitudinal rows of damping tubes is laterally guided by the rail arrangement forming the guide device. In the illustrated embodiment, a guide rail is provided for each of the three rows of damping elements.
  • This in Fig.1 illustrated embodiment has in the transverse rows 7, 8, and 9 damping units 7, which are higher than those in the transverse rows 1-6 or in transverse row 10. Due to the greater height, a higher energy absorption capacity can be provided. This higher capacity is particularly advantageous when a vehicle should be raised as a result of the impact and its center of gravity should be in the upper region or above the preceding damping tubes.
  • In the in Fig.1 and 3 In the embodiment shown, the damping units of the transverse rows 6 - 9 are equipped with a higher energy absorption than the preceding or the following transverse row (s), so that the front transverse rows 1 to 5 provide a lower energy absorption.
  • The damping units 4 of the transverse rows 6-9 are equipped for the stated purpose with an inner reinforcing structure 10 inserted in the damping tube. As an alternative to such from an additional, in the direction of travel behind each other standing pipe pair existing reinforcing construction can also the wall thickness of the damping unit are increased, which also has to be done a greater deformation work, which in turn consumes more impact energy.
  • In Fig.3 and Fig.4 a variant of a vehicle restraint system is shown, in which the restraint device 3 is supported by the last damping unit 10 of the longitudinal row 5.1 near the roadway with a discharge support 11 on the obstacle. The diverter support 11 bridges the distance to the niche wall and allows a deriving an obliquely laterally approaching vehicle, so that the risk of hacking on the rear edge of the tunnel bay to the roadway can be reduced.
  • Adjacent damping units 4 are connected to each other by means of connecting elements 12 and support plates 13. The support plates 13 are arranged at a distance equal to or smaller than the diameter of a damping unit 4 in pairs parallel and symmetrical to the longitudinal axis of symmetry of the rows between two successive adjacent damping units 4.
  • The damping units 4 and the support plates 13 and the means for end-supporting 6 of the retainer 3 in front of the obstacle are made of a weldable material, preferably made of steel. The damping units 4 on the one hand and the support plates on the other hand are connected at their contact and connecting lines with an associated wall portion of the damping unit in the longitudinal direction by welding together.
  • Damping units 4 contacting longitudinally along mutually adjacent generatrices are connected by means of the connecting elements 12, e.g. may be a screw or a spline connection, interconnected.
  • The invention is not limited to the illustrated and described embodiments. Rather, modifications fall under the protection of the claims, as far as these are agents that the expert are not readily familiar. Thus, for example, it may be provided to continuously increase the height of the damping units to a predetermined height in order to continuously change the energy absorption capacity over the length of the vehicle restraint system.

Claims (13)

  1. Energy absorbing vehicle restraint system (1) in front of an obstacle (2) located laterally at streets, comprising
    - a retainer (3) disposed spaced apart in front of the obstacle,
    • wherein the retainer (3) has damping units (4) disposed respectively consecutively in the driving direction in longitudinal rows (5.1; 5.2; 5.3) extending parallel next to each other, and which
    • are indirectly or directly standing on the ground and are displaceable in the driving direction,
    - a device for end-supporting (6) the retainer,
    - at least a guiding device (7) extending in the driving direction, counteracting a lateral avoiding of the retainer (3) in case of a lateral acting force component, wherein
    • at least one of the lateral rows is laterally guided by a guide rail arrangement (7.1; 7.2; 7.3) forming the guiding device (7),
    - characterized in that the damping units are arranged in three lateral rows extending parallel next to each other, and that at least determined transversal rows (9.n) of the damping units (4) provide a higher energy absorption than previously or subsequent transversal rows.
  2. Energy absorbing vehicle restraint system (1) according to claim 1, characterized in that each of the lateral rows has a guide rail arrangement (7.1; 7.2; 7.3) on which the damping units (4) of the respective row abut with a region (8) facing away from road.
  3. Energy absorbing vehicle restraint system according to at least one of the claims 1 or 2, characterized in that the guide rail arrangement (7.1; 7.2; 7.3) consists of angle iron and is fixed to the ground.
  4. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 3, characterized in that ten damping units (4) are standing consecutively in at least one lateral row (7), consequently ten transversal rows (9.1 to 9.10) are formed, and the damping units (4) in the transversal rows (9.7, 9.8 and 9.9) in the end region of the retainer (3) in front of the last transversal row (9,10) in front of the obstacle are higher than in the remaining region.
  5. Energy absorbing vehicle restraint system according to claim 1 or 4, characterized in that at least the front transversal rows (9.1 to 9.5) have a lower energy absorption than the following transversal rows.
  6. Energy absorbing vehicle restraint system according to at least one of the claims 1 or 5, characterized in that the at least predetermined transversal rows (9.n) providing a higher energy absorption than previously or subsequent transversal rows are provided with an inner and/or outer reinforcement structure (10).
  7. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 6, wherein the damping units (4) consist of damping tubes, characterized in that the damping tubes of at least predetermined transversal rows (9n) providing a higher energy absorption than previously or subsequent transversal rows, are formed with a thicker wall thickness than the damping tubes (9.1 to 9.5) having a lower energy absorption.
  8. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 7, characterized in that the retainer (3) is supported with a discharge support (11) at the obstacle after the last damping unit (9.10) of the lateral row close to the road.
  9. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 8, wherein the end-support (6) is stationary fixed at a distance in front of the obstacle (2).
  10. Energy absorbing vehicle restraint system according to at least one of the claims 1 to 9, characterized in that adjacent damping units (4) are interconnected by means of connecting elements (12) and supporting plates (13).
  11. Energy absorbing vehicle restraint system according to claim 10, characterized in that the supporting plates (13) are disposed parallel in pairs and symmetrically to the longitudinal symmetry axis of the rows between two consecutive adjacent damping units (4) at a distance equal or smaller than the diameter of a damping unit (4).
  12. Energy absorbing vehicle restraint system according to at least one of the claims 10 to 11, characterized in that the damping units (4), the supporting plates (13) as well as the arrangement for end-supporting (6) of the retainer (3) in front of the obstacle are manufactured of weldable material and the damping units (4) on the one hand and the supporting plates (13) on the other hand are interconnected through welding at their contacting and connecting lines with an assigned wall section of the damping unit in the longitudinal direction.
  13. Energy absorbing vehicle restraint system according to claim 12, characterized in that the damping units (4) contacting each other in the transversal direction along adjacent surface lines are detachably interconnected by means of the connecting elements (12).
EP16162046.3A 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system Active EP3222781B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16162046.3A EP3222781B1 (en) 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP16162046.3A EP3222781B1 (en) 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system

Publications (2)

Publication Number Publication Date
EP3222781A1 EP3222781A1 (en) 2017-09-27
EP3222781B1 true EP3222781B1 (en) 2019-03-06

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EP16162046.3A Active EP3222781B1 (en) 2016-03-23 2016-03-23 Energy absorbing vehicle restraint system

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Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6461076B1 (en) * 2001-01-03 2002-10-08 Energy Absorption Systems, Inc. Vehicle impact attenuator
US6604888B2 (en) * 2001-12-04 2003-08-12 Donald L. Dolan Energy absorbing safety barrier
US6863467B2 (en) * 2002-02-27 2005-03-08 Energy Absorption Systems, Inc. Crash cushion with deflector skin
JP4000148B2 (en) * 2002-05-13 2007-10-31 ソン ク カン Vehicle shock absorber
KR100798346B1 (en) * 2006-09-04 2008-01-28 주식회사 코트라스 Apparatus for absorbing an impact in car crushing
DE102012104686B4 (en) 2012-05-30 2016-10-27 Sps Schutzplanken Gmbh Terminal for restraint systems on the side of traffic routes or lanes, consisting of damping tubes
DE202015103326U1 (en) * 2015-06-24 2015-08-26 Sps Schutzplanken Gmbh Welded version of impact absorbers

Non-Patent Citations (1)

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

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