EP3312344A1 - Guardrail assembly with anchor posts - Google Patents

Abstract

The present invention relates to a crash barrier arrangement 1, in particular used as a vehicle restraint system on a roadway, wherein at least one guard rail 2 is arranged in succession strung guardrails at a vertical distance to a surface 6 of a substrate 7 and is fixed to post 5, which is characterized in that the posts 5 are formed in two parts in the vertical direction V from an anchor post 9 embedded in the substrate 7 and a retaining post 8 coupled thereto.

Description

The present invention relates to a crash barrier arrangement, in particular used as a vehicle restraint system on a roadway, according to the features in the preamble of claim 1.

Guard rail arrangements are known from the prior art, which are arranged on a roadway edge. At least one guard rail, formed from strands of guards strung together in a row is arranged in the vertical direction spaced from a road surface. For this purpose, rigid posts, also called guard rail posts, arranged on the roadway edge, where the crash barriers are attached.

Such a crash barrier arrangement has the task of stopping or holding back a vehicle so that it does not come off the road. The in speech standing guardrail arrangements are designed as steel construction, but there are also guardrail arrangements made of other materials, for example wood.

Now collides with a motor vehicle to the crash barrier arrangement, it can lead to subsequent situation. The kinetic energy of the motor vehicle impacting on the crash barrier arrangement can cause a deformation or bending of the post. This results in a ramp effect, which is such that the motor vehicle colliding with the crash barrier arrangement ascends onto the post forming the ramp and could slide over the vehicle restraint system due to this ramp effect.

The posts are divided into two basic construction methods. For one thing, there are one-piece posts that are embedded in the ground with part of their total length. In particular, the posts are rammed into the ground for this purpose. Such a system is, for example, from the EP 1 710 353 A1 known. The ramp effect of the pole is in the local ones FIGS. 5a to 5d shown.

A second common design of posts is the screwing of posts on a substrate. For this purpose, either the post is bolted to a foundation or directly on the road surface. Such a vehicle restraint system is from the EP 2 455 546 B1 known. The bending of the post is shown there in particular in Figures 19a to 19e.

Object of the present invention is to show a vehicle restraint system, which in particular has no ramp effect of the posts in a motor vehicle impact.

The aforementioned object is achieved with a crash barrier arrangement according to the features in claim 1.

Advantageous embodiments are the subject of the dependent claims.

The crash barrier arrangement is used in particular as a vehicle restraint system on a roadway. It is at least one guardrail strand of guardrails lined up in a row at a vertical distance from a surface a substrate arranged and attached to posts. According to the invention, the posts are formed in two parts in the vertical direction. A post is therefore formed from a recessed in the underground anchor post and a arranged above it and coupled thereto retaining post. The retaining post serves to mount the at least one guardrail. It is also possible to arrange a plurality of crash barriers one above the other on the retaining post. For example. Thus, an underrun protection for motorcyclists, a double guard rail or the like can be arranged on the crash barrier arrangement according to the invention.

The anchor post is largely embedded in the subsoil. The anchor post is preferably with an upper end opposite to the surface of the substrate, in particular the road surface over.

Anchor posts and retaining posts each have a flange plate, in particular at the ends directed towards one another. The flange plates are in the mounted state to each other and are further preferably coupled to each other via bolts. In particular, four bolts are used for this purpose. For this purpose, the flange plate of the anchor post preferably has bores with a corresponding internal thread. This offers the advantage that first the anchor post can be introduced into the soil. Subsequently, the retaining post can be mounted with its flange plate on the flange plate of the anchor post. For this purpose, bolts are screwed through the flange plate of the holding post by penetrating into the internal thread of the flange plate of the anchor post. This coupling further supports the shearing effect of the screws in the event of a lateral impact of a motor vehicle, since the screws would lengthen in a conventional screw and nut screw connection.

The bolt used is particularly preferably a steel bolt with a tensile strength Rm between 300 and 500 MPa, more preferably between 350 and 450 MPa, in particular between 380 and 420 MPa and particularly preferably between 390 and 410 MPa. With particular preference, the screw bolt used has a lower yield strength between 200 and 300 MPa, in particular greater than 230 MPa, particularly preferably greater than 240 MPa. Particularly preferably, the bolt has an elongation at break A of 20 to 24%, especially 21 to 23% and most preferably 22%. In particular, a screw bolt with a diameter between 10 and 14 mm, particularly preferably 12 mm is used.

If there is now an impact of a motor vehicle on the crash barrier arrangement, then the impact energy of the motor vehicle impacting on the crash barrier strand is directed essentially in the horizontal direction. It thus comes to a horizontal force on the flange of the retaining post, which would therefore be moved relative to the flange plate of the anchor post. When a predetermined force level is exceeded, there is a shearing of the bolts between the anchor post and holding post. The retaining post is thus moved together with the guardrail strand in the horizontal direction away from the roadway. The weft-connected guard rail prevents it as a tension belt too far agreement from the road due to the other adjacent posts. However, at the same time the impact energy of the motor vehicle is reduced and the motor vehicle is held back. The fact that the holding post shears off, there is no bending process of the post itself and thus not to a ramp.

The anchor post is preferably formed from a double T-profile, which is designed in particular as IPB profile or IPE profile. All the aforementioned components of the crash barrier arrangement are in particular made of a steel alloy. The components can be provided with a corrosion protection coating, for example galvanized.

The flange plates of anchor posts and retaining posts are formed in particular flat and lie flat or flat against each other. A plane, also called parting plane, in which they rest, is arranged substantially parallel offset from the surface of the substrate, in particular to the road surface. The plane is oriented in particular horizontally.

Furthermore particularly preferred, the flange plate of the holding post and / or the flange plate of the anchor post can have elongated holes. The slots are arranged in particular orthogonal to the roadway longitudinal direction.

In addition to the possibility of aligning the guard rail assembly during assembly, the slots offer another advantage. In the event of a motor vehicle collision, due to the oblong holes, an initial relative movement occurs from the flange plate of the holding post to the flange plate of the anchor post. When the end of the elongated holes is reached, the bolts guided through the oblong holes initially hold a further relative movement. Due to the sudden onset of this relative movement, however, a likewise abrupt or impulsive force action of the flange plates on the screw bolts occurs, so that the shearing of the screw bolts is suppressed if a predetermined force level is exceeded.

The anchor post further preferably has a vertical length greater than 800 mm, in particular greater than 1000 mm, with which it is embedded in particular in the underground. The anchor post is then preferably with a height between 0 and 100 mm, very particularly preferably between 0 and 50 mm and in particular from 1 to 40 mm relative to the surface of the substrate.

Furthermore, particularly preferred, a sealing means is arranged below the flange plate of the anchor post. Upon insertion of the anchor post, the surface immediately surrounding the anchor post and an edge between the anchor post and the surface are damaged. Moisture can occur here and frost damage can occur. By incorporation of a sealant, the ingress of moisture beneath the flange plate and into the opening into which the anchor post is inserted is prevented. The sealant can be applied, for example, as a liquid, pasty or foamy mass, already during the driving of the anchor post. Also, the sealing means in the form of a seal, for example a sealing ring, which is arranged below the flange plate before introducing the armature post, be formed.

As a further advantageous measure for preventing a bending movement or a kinking, the retaining post is arranged offset offset relative to the vertical direction on the anchor post. In particular, the retaining post is arranged offset parallel to the roadway oriented on the anchor post. This means that the retaining post is offset with its central longitudinal axis parallel to the central longitudinal axis of the anchor post.

Furthermore, particularly preferably, the flange plate of the anchor post has a greater thickness than the wall thickness of the double T-profile of the anchor post.

As a further preferred, the bending movement of the post counteracting measure the retaining post is mounted eccentrically on the mounting plate of the retaining post. The support post is mounted or welded offset in the direction of the roadway on the flange plate eccentrically.

Further particularly preferred is mounted on the side facing away from the roadway of the holding post, thus on the back of the holding post, extending from the holding post at an angle support strut. The support strut is coupled on its underside with the flange plate of the holding post. This also avoids kinking or bending of the retaining post in the event of an impact of a motor vehicle, away from the roadway and supports the relative displacement of retaining posts and anchor post. It is thus also in the case of a motor vehicle impact caused a relative displacement of holding post to anchor post, so that it comes when exceeding a predetermined level of force to a shearing of the bolts and a ramp is avoided by a kinking post.

Optionally, a release layer may be arranged in the parting plane between the flange plates, for example a release paper or the like. This prevents corrosion between the flange plates in the parting plane, even with decades of mounting under the influence of the weather. The predetermined level of force at which there is a relative displacement and a shearing of the bolts can thus be ensured even after years of assembly.

Further advantages, features, characteristics and aspects of the invention are the subject of the following description. Preferred embodiments are explained in the schematic figures. These are for easy understanding of the invention.

Figur 1

eine erfindungsgemäße Leitplankenanordnung in Frontansicht,

Figur 2

eine erfindungsgemäße Leitplankenanordnung in perspektivischer Rückansicht,

Figur 3

eine Seitenansicht auf eine erfindungsgemäße Leitplankenanordnung,

Figuren 4a bis f

einen erfindungsgemäßen Haltepfosten in verschiedenen Ansichten,

Figuren 5a bis c

einen erfindungsgemäßen Ankerpfosten in verschiedenen Ansichten,

Figur 6

eine Schnittansicht durch Ankerpfosten und Haltepfosten gemäß Figur 3,

Figur 7

eine erfindungsgemäße Leitplankenanordnung mit Dichtmittel,

Figur 8

eine Ausgestaltungsvariante der erfindungsgemäßen Leitplankenanordnung bei geneigter Fahrbahnoberfläche und

Figur 9a bis c

schematisch den Anprallvorgang an eine erfindungsgemäße Leitplankenanordnung.

Show it:

FIG. 1

a crash barrier arrangement according to the invention in front view,

FIG. 2

a crash barrier arrangement according to the invention in a perspective rear view,

FIG. 3

a side view of a crash barrier arrangement according to the invention,

FIGS. 4a to f

a holding post according to the invention in different views,

FIGS. 5a to c

an anchor post according to the invention in different views,

FIG. 6

a sectional view through anchor post and retaining post according to FIG. 3 .

FIG. 7

a crash barrier arrangement according to the invention with sealing means,

FIG. 8

an embodiment variant of the crash barrier arrangement according to the invention with inclined road surface and

FIGS. 9a to c

schematically the impact process to a crash barrier arrangement according to the invention.

In the figures, the same reference numerals are used for the same or similar components, even if a repeated description is omitted for reasons of simplicity.

FIGS. 1 and 2 show a crash barrier arrangement 1 according to the invention in a front view as well as in a perspective rear view. At the guard rail assembly 1 two guard rail strands 2, 3 are arranged in parallel one above the other. Also, a top strand 4 is disposed above the upper guard rail 2. The guard rail assembly 1 can thus comply with the highest retention levels. It can also only a guardrail strand 2 to individual Post 5 may be arranged at a vertical distance 29 to a surface 6 of a substrate 7.

The sectional view along section line AA is in FIG. 3 shown. The guardrail strands 2, 3 are arranged at a distance 29 in the vertical direction V relative to the surface 6 of a substrate 7 on the post 5. According to the invention, the post 5 is formed in two parts in the vertical direction V. An upper part is designed as a holding post 8 and a lower part as an anchor post 9. The anchor post 9 is embedded with a majority of its length 10 in the substrate 7. He stands with a height 11 preferably over the surface 6 of the substrate 7 via. The anchor post 9 has a flange plate 12 at its upper end.

The retaining post 8 also has a flange plate 13 at its lower end. The two flange plates 12, 13 lie flat against each other. A parting plane 14 between the flange plates 12, 13 is oriented in the horizontal direction H, in particular parallel to a road surface 31.

The retaining post 8 is coupled to the anchor post 9 via bolts 15. For this purpose, 8 elongated holes 16 are preferably formed in the flange plate 13 of the retaining post. In the flange 12 of the anchor post 9 threaded holes 17 are preferably formed, so that the bolts 15, relative to the vertical direction V, from above the flange 13 of the holding post 8 can be screwed through in the flange 12 of the anchor post 9. In the mounted position, the elongated holes 16 are oriented in the orthogonal direction 18 transversely to the roadway longitudinal direction 19. A vehicle impact with the crash barrier arrangement 1 according to the invention always results in a force action in the orthogonal direction 18.

A longitudinal axis 20 of the armature post 9 is offset in the horizontal direction H to a longitudinal axis 21 of the holding post 8 with an offset 25 eccentric. The eccentric offset 25 takes place in the direction of the roadway 30. On the picture plane of FIG. 3 this is related to the left.

On the back 22 of the retaining post 8 is also an obliquely downwardly extending, extending support strut 23 is arranged. This is shown again in Figure 4 a to d and f , The support strut 23 extends at an angle α from the rear side of the holding post 8 and is coupled to the flange plate 13 of the holding post 8.

The support post 8 itself is mounted eccentrically on the flange plate 13. The longitudinal axis 21 of the holding post 8 is arranged offset with an eccentric offset 25 to the center 24 of the flange 13 of the holding post 8. As a result, a horizontal relative displacement to the anchor post 9 is favored in particular in combination with the support strut 23 in the case of a motor vehicle impacting in the orthogonal direction 18, so that the screw bolts 15 are sheared off when a predetermined force level is exceeded. The retaining post 8 is designed in particular as a profile component, preferably as a C-shaped profile component, which is optimally coupled to a closing plate 27.

The anchor post 9 is shown in the FIGS. 5a to c. The anchor post 9 is according to FIG. 5a formed from a double T-profile. The double T-profile is in particular an IPB profile. The flange plate 12 has a greater wall thickness W12, compared to a wall thickness W26 of the double T-profile. Also, the wall thickness W12 is made larger, compared to the wall thickness W13 of the flange plate 13 of the holding post 8.

In FIG. 6 is a sectional view through anchor post 9 and retaining posts 8, in particular by the flange plates 12, 13 of anchor post 9 and retaining posts 8 shown. A bolt 15 passes through the flange 13 of the support post 8 and is screwed into an internal thread 32 in the flange 12 of the anchor post 9. In a lateral impact of a motor vehicle thus a length of the bolt 15 is avoided and it comes to reproduction shear to shearing the bolt 15 with displacement of support post 8 relative to anchor post 9. In particular, the support post 8 is moved parallel to the anchor post 9 due to the impact.

According to FIG. 7 the anchor post 9 is shown introduced into a roadway 30. The flange 12 of the anchor post 9 is connected to a height 11 with respect to the road surface 31 via. The flange plate 12 may also terminate approximately flush with the road surface. Particularly preferably, a bottom 33 of the flange plate 12 is approximately completely on the road surface 31. Here, a sealing means 34 between the bottom 33 of the flange plate 12 and the road surface 31 is introduced. The sealing means 34 is introduced in the form of a sealing ring and shown schematically greatly enlarged. This prevents moisture from accumulating below the flange plate 12. It is also avoided that moisture penetrates via an outer circumferential edge 35 in the opening of the anchor post 9, inwelche the anchor post 9 is introduced.

In FIG. 8 the road surface 31 is inclined relative to a horizontal H by an angle β. Also inclined is the retaining post 8, such that a substantially right angle is formed between the road surface 31 and the retaining post 8. However, the anchor post 9 is embedded in the vertical direction V in the substrate 7, so that the support post 8 is mounted at an angle β obliquely on the flange plate 13 of the holding post 8. In an impacting motor vehicle, sufficient force in the horizontal direction H can still be applied to the coupling between the flange plate 13 of the retaining post 8 and the flange plate 12 of the armature post 9, so that the threaded bolts 15 are sheared off. However, the angle β should be less than 30 degrees, in particular less than 20 degrees, and particularly preferably less than 15 degrees.

FIGS. 9a to c schematically show the impact process to a guard rail assembly according to the invention 1. On the support post 8 a force F is exerted due to an impacting motor vehicle. The retaining post 8 thus shifts according to FIG. 9b and c The screw connection between the flange plate 13 of the holding post 8 and the flange plate 12 of the armature post 9 is released when a force level is exceeded by shearing, so that the holding post 8 first shifts in parallel. Due to the sake of simplification reasons not shown guardrail strand, which acts as a drawstring, the sliding movement of the holding post 8 is limited to the image plane to the right.

Reference numerals:

1 -

guardrail system

2 -

A crash barrier

3 -

A crash barrier

4 -

Colonel rank

5 -

post

6 -

surface

7 -

underground

8th -

support posts

9 -

anchor posts

10 -

Length to 9

11 -

Height to 9 and 6

12 -

Flange plate to 9

13 -

Flange plate to 8

14 -

parting plane

15 -

bolts

16 -

slots

17 -

threaded holes

18 -

orthogonal

19 -

Roadway longitudinal direction

20 -

Longitudinal axis to 9

21 -

Longitudinal axis to 8

22 -

Back to 8

23 -

support strut

24 -

Mid to 13

25 -

Offset from 21 to 24

26 -

Double T-profile

27 -

closing plate

28 -

C-shaped profile component

29 -

distance

30 -

roadway

31 -

road surface

32 -

inner thread

33 -

Bottom to 12

34 -

sealant

35 -

edge

V -

vertical direction

H -

Horizontal direction

W12 -

Wall thickness to 12

W13 -

Wall thickness to 13

W26 -

Wall thickness to 26

α -

angle

β -

angle

Claims (14)

Guardrail assembly, in particular used as a vehicle restraint system on a roadway, wherein at least one guardrail strand (2) of successively strung guardrails at a vertical distance (29) to a surface (6) of a substrate (7) is arranged and attached to posts (5) , characterized in that the posts (5) in the vertical direction (V) in two parts from an underground (7) recessed anchor post (9) and a holding post (8) coupled thereto are formed. Guardrail arrangement according to claim 1, characterized in that the anchor post (9) is formed from a double T profile, in particular an IPB or IPE profile. Guardrail assembly according to claim 1 or 2, characterized in that at a top end of the armature post (9) a flange plate (12) is arranged and / or that on the holding post (8) at a lower end a flange plate (13) is arranged. Guardrail assembly according to claim 3, characterized in that both flange plates (12, 13) abut one another and are coupled together. Guardrail assembly according to claim 4, characterized in that the coupling by means of bolts (15), preferably, the flange plate (12) of the armature post (9) internal thread (32), wherein the bolts (15), the flange plate (13) of the holding post ( 8) are screwed through into the internal thread (32). Guardrail arrangement according to one of claims 3 to 5, characterized in that on the flange plate (13) of the holding post (8) and / or the flange plate (12) of the anchor post (9) elongated holes (16) are provided, wherein the elongated holes (16) in particular run transversely to a roadway (30) oriented. Guard rail arrangement according to one of claims 1 to 6, characterized in that the anchor post (9) has a vertical length (10) greater than 800mm. Guardrail arrangement according to one of claims 3 to 7, characterized in that a parting plane (14) between the two flange plates (12, 13) parallel to the surface (6) of the substrate (7), in particular to a road surface. Guardrail arrangement according to one of claims 5 to 8, characterized in that the screw bolts (15) extend oriented with their longitudinal axis orthogonal to the parting plane (14). Guardrail arrangement according to one of claims 3 to 9, characterized in that the retaining post (8) on a rear side (22) has an angled support strut (23), with which it is supported on the flange plate (13). Guard rail arrangement according to one of claims 1 to 10, characterized in that a central longitudinal axis (21) of the holding post (8) has an offset (25) to the central longitudinal axis (20) of the anchor post (9) and / or that the retaining post (8) an offset (25) on the flange plate (13) of the holding post (8) is coupled. Guardrail arrangement according to one of claims 1 to 11, characterized in that the retaining post (8) with an offset (25) is coupled in the direction of the roadway on the anchor post (9). Guardrail arrangement according to one of claims 3 to 12, characterized in that the flange plate (12) of the anchor post (9) has a greater wall thickness (W12), relative to the flange plate (13) of the holding post (8) and / or the wall thickness (W26) of the double T profile. Guardrail arrangement according to one of claims 1 to 13, characterized in that the anchor post (9) having a height (11) between 0 and 100 mm, preferably between 0 and 50 mm, more preferably between 1 and 40 mm with respect to the surface (6) and a road surface 31 protrudes.

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