EP3222781B1 - Systeme de retenue de vehicule absorbant l'energie - Google Patents

Systeme de retenue de vehicule absorbant l'energie 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
damping
restraint system
vehicle restraint
rows
energy absorbing
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)
English (en)
Other versions
EP3222781A1 (fr
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/fr
Publication of EP3222781A1 publication Critical patent/EP3222781A1/fr
Application granted granted Critical
Publication of EP3222781B1 publication Critical patent/EP3222781B1/fr
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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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements
    • 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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rail assembly consists of angle iron and anchored in the ground.
  • 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.
  • damping units in at least one longitudinal row 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.
  • 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.
  • the restraint device is supported on the obstacle after the last damping unit of the roadway-near longitudinal row with a discharge support.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ).
  • 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.
  • the guide rails 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.
  • the guide rails can also be in a positive engagement with a suitably designed area on the foot.
  • 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.
  • 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.
  • 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.
  • 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.
  • an inner reinforcing structure 10 inserted in the damping tube.
  • 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Vibration Dampers (AREA)

Claims (13)

  1. Système de retenue du véhicule à absorption d'énergie (1) devant un obstacle (2) situé latéralement dans les rues, comprenant
    - un organe de retenue (3) disposé de manière espacée devant l'obstacle, dans lequel l'élément de retenue (3) présente des unités d'amortissement (4) disposées respectivement dans le sens de la conduite dans des rangées longitudinales (5.1; 5.2; 5.3) s'étendant parallèlement les unes à côté des autres, et qui
    sont indirectement ou directement installée sur le sol et sont déplaçables dans la manière coulissante,
    - un dispositif de support d'extrémité (6) du dispositif de retenue,
    - au moins un dispositif de guidage (7) s'étendant dans le sens de la conduite, contrecarrant un évitement latéral de l'élément de retenue (3) dans le cas d'une composante de force agissant latéralement, dans lequel au moins une des rangées latérales est guidée latéralement par un agencement de rail de guidage (7.1; 7.2; 7.3) formant le dispositif de guidage (7),
    - caractérisé en ce que les unités d'amortissement sont disposées en trois rangées latérales et parallèles, et qu'au moins quelques des rangées transversales (9.n) des unités d'amortissement (4) fournissent une absorption d'énergie supérieure à celle des rangées transversales précédentes ou ultérieures.
  2. Système de retenue de véhicule à absorption d'énergie (1) selon la revendication 1, caractérisé en ce que chacune des rangées latérales présente un agencement de rail de guidage (7.1; 7.2; 7.3) sur lequel les unités d'amortissement (4) de la rangée respective sont buttées sur la région (8) opposée à la route.
  3. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 1 ou 2, caractérisé en ce que l'agencement de rail de guidage (7.1; 7.2; 7.3) est constitué d'une cornière et est fixé au sol.
  4. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 1 à 3, caractérisé en ce que des unités d'amortissement (4) sont placées consécutivement dans au moins une rangée latérale (7), par conséquent dix rangées transversales (9.1 à 9.10) sont formés, et les unités d'amortissement (4) dans les rangées transversales (9.7, 9.8 et 9.9) dans la région extrême du dispositif de retenue (3) devant la dernière rangée transversale (9.10) devant l'obstacle sont plus hautes que dans l'autre région restante.
  5. Système de retenue de véhicule à absorption d'énergie selon la revendication 1 ou 4, caractérisé en ce qu'au moins les rangées transversales avant (9.1 à 9.5) ont une absorption d'énergie inférieure aux rangées transversales suivantes.
  6. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 1 ou 5, caractérisé en ce que au moins certaines rangées transversales (9.n) sont pourvues / ou structure de renforcement externe (10) fournissant une absorption d'énergie supérieure à celle des rangées transversales précédentes ou suivantes.
  7. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 1 à 6, dans lequel les unités d'amortissement (4) sont constituées de tubes d'amortissement, caractérisé en ce que les tubes d'amortissement d'au moins des certaines rangées transversales (9n) fournissant une absorption d'énergie plus élevée que les rangées transversales précédentes ou ultérieures, sont formées avec une épaisseur de paroi plus épaisse que celle des tubes d'amortissement (9.1 à 9.5) ayant une absorption d'énergie plus faible.
  8. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 1 à 7, caractérisé en ce que l'organe de retenue (3) est supporté par un support de décharge (11) au niveau de l'obstacle après le dernier amortisseur (9.10) du côté près de la route.
  9. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 1 à 8, dans lequel le support d'extrémité (6) est fixé locale à une distance en avant de l'obstacle (2).
  10. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 1 à 9, caractérisé en ce que des unités d'amortissement adjacentes (4) sont interconnectées au moyen d'éléments de liaison (12) et de plaques de support (13).
  11. Système de retenue de véhicule à absorption d'énergie selon la revendication 10, caractérisé en ce que les plaques de support (13) sont disposées parallèlement deux à deux et symétriquement par rapport à l'axe de symétrie longitudinal des rangées entre deux unités d'amortissement adjacentes consécutives à une distance égale ou inférieur au diamètre d'une unité d'amortissement (4).
  12. Système de retenue de véhicule à absorption d'énergie selon au moins l'une des revendications 10 à 11, caractérisé en ce que les unités d'amortissement (4), les plaques de support (13) ainsi que l'agencement pour supporter les extrémités (6) du dispositif de retenue (3) qui sont installées en face de l'obstacle sont fabriqués en matériau soudable et les unités d'amortissement (4) d'une part et les plaques de support (13) d'autre part sont interconnectées par soudage au niveau de leurs lignes de contact et de raccordement avec une section de paroi attribuée de l'unité d'amortissement dans le sens longitudinal.
  13. Système de retenue de véhicule à absorption d'énergie selon la revendication 12, caractérisé en ce que les unités d'amortissement (4) se mettant en contact dans la direction transversale le long de lignes de surface adjacentes sont interconnectées de manière amovible au moyen des éléments de liaison (12).
EP16162046.3A 2016-03-23 2016-03-23 Systeme de retenue de vehicule absorbant l'energie Active EP3222781B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16162046.3A EP3222781B1 (fr) 2016-03-23 2016-03-23 Systeme de retenue de vehicule absorbant l'energie

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP16162046.3A EP3222781B1 (fr) 2016-03-23 2016-03-23 Systeme de retenue de vehicule absorbant l'energie

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EP3222781A1 EP3222781A1 (fr) 2017-09-27
EP3222781B1 true EP3222781B1 (fr) 2019-03-06

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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
WO2003095247A2 (fr) * 2002-05-13 2003-11-20 Sung Ku Kang Appareil à tiges d'amortissement absorbant les chocs d'un véhicule
KR100798346B1 (ko) * 2006-09-04 2008-01-28 주식회사 코트라스 차량 충돌 충격흡수장치
DE102012104686B4 (de) 2012-05-30 2016-10-27 Sps Schutzplanken Gmbh Terminal für seitlich an Verkehrswegen oder Fahrbahnen angeordnete Rückhaltesysteme bestehend aus Dämpfungsrohren
DE202015103326U1 (de) * 2015-06-24 2015-08-26 Sps Schutzplanken Gmbh Geschweißte Ausführung von Anpralldämpfern

Non-Patent Citations (1)

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

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