EP3312344B1 - Guardrail assembly with anchor posts - Google Patents

Description

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

Guardrail arrangements are known from the prior art, which are arranged on a roadside. At least one guardrail strand, formed from guardrails lined up in shots, is arranged at a distance from a road surface in the vertical direction. For this purpose, rigid posts, also called guardrail posts, are arranged on the edge of the roadway, to which the guardrails are attached.

Such a guardrail arrangement has the task of stopping or holding a vehicle in such a way that it does not stray from the road. The guardrail arrangements in question are designed as steel structures, but there are also guardrail arrangements made of other materials, for example wood.

If a motor vehicle collides with the guardrail arrangement, the following situation may arise. The kinetic energy of the on the The crash barrier arrangement of a motor vehicle impacting can cause the post to deform or bend. This leads to a ramp effect such that the motor vehicle hitting the guardrail arrangement hits the post forming the ramp and could slide over the vehicle restraint system due to this ramp effect.

There are two basic construction methods for the posts. On the one hand, there are one-piece posts that are embedded in the floor 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 post is in those there Figures 5a to 5d shown.

A second common type of post is screwing the post onto a base. For this purpose, either the post is screwed 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 FIGS. 19a to 19e.

From the AT 278890 B the arrangement of a guardrail arrangement on a carriageway is known, with at least one guardrail string made of guardrails lined up in shots at a vertical distance from a surface of a subsurface and fastened to posts, the posts being made in two parts in the vertical direction from an anchor post embedded in the subsurface and one coupling posts coupled therewith are formed. Safety bolts are used for the coupling, which first deform in the event of an impact and are then sheared off.

The US 3,499,630 discloses a post arrangement consisting of an anchor, an adapter, which preferably breaks as a predetermined breaking point when a maximum shear stress is exceeded, and a post, e.g. B. a road sign or guardrail.

The object of the present invention is to show a vehicle restraint system which, in particular in the event of a motor vehicle collision, has no ramp effect on the posts.

The aforementioned object is achieved according to the invention with a guardrail arrangement according to the features in patent claim 1.

Advantageous design variants are the subject of the dependent claims.

The guardrail arrangement is used in particular as a vehicle restraint system on a roadway. At least one guardrail string of guardrails strung together in a row is arranged at a vertical distance from a surface of a substrate and fastened to posts. According to the invention, the posts are formed in two parts in the vertical direction. A post is accordingly formed from an anchor post embedded in the subsurface and a holding post arranged above and coupled therewith. The holding post is used to assemble the at least one guardrail. Several guardrails can also be arranged one above the other on the holding post. E.g. Thus, an underride guard for motorcyclists, a double guardrail line or the like can be arranged on the guardrail arrangement according to the invention.

The anchor post is largely embedded in the subsurface. The anchor post preferably projects above the surface of the subsurface, in particular the road surface, with an upper end.

Anchor posts and holding posts each have a flange plate at the ends facing each other. The flange plates abut against one another in the assembled state and are coupled to one another by means of screw bolts. In particular, four bolts are used for this. For this purpose, the flange plate of the anchor post has holes with a corresponding internal thread. This has the advantage that the anchor post can first be placed in the ground. The support post can then 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 support post into the internal thread of the flange plate of the anchor post. This coupling further supports the shear effect of the screws in the event of a side Impact of a motor vehicle, since the screws would lengthen with a conventional screw and nut.

A steel bolt with a tensile strength Rm between 300 and 500 MPa, particularly preferably between 350 and 450 MPa, in particular between 380 and 420 MPa and particularly preferably between 390 and 410 MPa is particularly preferably used as the bolt. Furthermore particularly preferably, 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. The screw bolt particularly preferably has an elongation at break A of 20 to 24%, in particular 21 to 23% and particularly preferably 22%. In particular, a screw bolt with a diameter between 10 and 14 mm, particularly preferably 12 mm, is used.

If a crash of a motor vehicle now occurs on the guardrail arrangement, the impact energy of the crashing motor vehicle is directed essentially in the horizontal direction. This results in a horizontal force acting on the flange plate of the support post, which is why it would be shifted relative to the flange plate of the anchor post. If a predetermined force level is exceeded, the bolts between the anchor post and the holding post are sheared off. The support post is thus moved together with the guardrail strand in the horizontal direction away from the road. The guardrail string connected in shots prevents the stray belt from straying too far from the road due to the other neighboring posts. However, the impact energy of the motor vehicle is simultaneously reduced and the motor vehicle is held back. Because the holding post shears off, there is no bending of the post itself and therefore no ramp formation.

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

The flange plates of the anchor post and the holding post are, in particular, flat and lie flat against one another. A plane, also called the parting plane, in which they rest is essentially offset parallel to the surface of the ground, in particular to the road surface. The level is particularly oriented horizontally.

Furthermore particularly preferably, the flange plate of the holding post and / or the flange plate of the anchor post can have elongated holes. The elongated holes are in particular arranged to run orthogonally to the longitudinal direction of the carriageway. In addition to the possibility of aligning the guardrail arrangement during assembly, the elongated holes offer another advantage. In the event of a motor vehicle crash, the elongated holes cause an initial relative movement 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 screw bolts guided through the elongated holes initially stop a further relative movement. Due to the sudden onset of this relative movement, however, there is also an abrupt or impulsive force effect of the flange plates on the screw bolts, so that the shearing off of the screw bolts is supported when 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 subsurface. The anchor post then protrudes 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, a sealant is particularly preferably arranged below the flange plate of the anchor post. When the anchor post is inserted, the surface immediately surrounding the anchor post and an edge between the anchor post and the surface are damaged. Moisture can enter here and frost damage can occur. The inclusion of a sealant prevents moisture from penetrating below the flange plate and into the opening into which the anchor post is inserted. The sealant can be applied, for example, as a liquid, pasty or foamy mass, already during the Driving in the anchor post. The sealing means can also be designed in the form of a seal, for example a sealing ring, which is arranged below the flange plate before the anchor post is inserted.

As a further advantageous measure for preventing a bending movement or kinking, the holding post is arranged offset in parallel with respect to the vertical direction on the anchor post. In particular, the support post is arranged on the anchor post oriented parallel to the roadway. This means that the holding 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 measure, which counteracts the bending movement of the post, the holding post is mounted eccentrically on the mounting plate of the holding post. The support post is eccentrically offset or welded on the flange plate, oriented in the direction of the carriageway.

Furthermore, particularly preferably, a support strut extending at an angle from the holding post is mounted on the side of the holding post facing away from the carriageway, that is to say on the rear of the holding post. The support strut is coupled on its underside to the flange plate of the support post. This also prevents the support post from buckling or bending in the event of a motor vehicle collision, away from the roadway, and supports the relative displacement of the support post and anchor post. Thus, in the event of a motor vehicle collision, a relative displacement from the support post to the anchor post is caused, so that when a predetermined force level is exceeded, the bolts are sheared off and a ramp formation by a kinking post is avoided.

A separating layer, for example a separating paper or the like, can optionally be arranged in the parting plane between the flange plates. This prevents corrosion between the flange plates in the parting plane, even after decades of installation under the influence of the weather. The predetermined level of force at which it is too a relative displacement and shearing of the bolts can be ensured even after years of assembly.

Further advantages, features, properties and aspects of the invention are the subject of the following description. Preferred design variants are explained in the schematic figures. These serve the simple 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:

Figure 1

a guardrail arrangement according to the invention in front view,

Figure 2

a guardrail arrangement according to the invention in a perspective rear view,

Figure 3

2 shows a side view of a guardrail arrangement according to the invention,

Figures 4a to f

a holding post according to the invention in different views,

Figures 5a to c

an anchor post according to the invention in different views,

Figure 6

a sectional view through anchor post and support post according Figure 3 ,

Figure 7

a guardrail arrangement according to the invention with sealant,

Figure 8

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

Figure 9a to c

schematically the impact process on a guardrail arrangement according to the invention.

The same reference numerals are used in the figures for identical or similar components, even if a repeated description is omitted for reasons of simplification.

Figure 1 and 2 show a guardrail arrangement 1 according to the invention in a front view and in a perspective rear view. On the guardrail arrangement 1, two guardrail strands 2, 3 are arranged in parallel one above the other. An upper strand 4 is also arranged above the upper guardrail strand 2. The guardrail arrangement 1 can thus comply with the highest restraint levels. It is also possible for only one guardrail string 2 to be arranged on individual posts 5 at a vertical distance 29 from a surface 6 of a substrate 7.

The sectional view along section line AA is in Figure 3 shown. The guardrail strands 2, 3 are arranged at a distance 29 in relation to the vertical direction V from the surface 6 of a base 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 let into the subsurface 7 with a large part of its length 10. It protrudes with a height 11 preferably above the surface 6 of the substrate 7. The anchor post 9 has a flange plate 12 at its upper end.

The holding post 8 also has a flange plate 13 at its lower end. The two flange plates 12, 13 lie flat against one another. 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 support 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 holding post. Threaded bores 17 are preferably formed in the flange plate 12 of the anchor post 9, so that the screw bolts 15, based on the vertical direction V, can be screwed from above through the flange plate 13 of the holding post 8 into the flange plate 12 of the anchor post 9. In the assembled position, the elongated holes 16 are oriented in the orthogonal direction 18 transversely to the longitudinal direction 19 of the carriageway. A vehicle impact on the guardrail arrangement 1 according to the invention always also results in a force in the orthogonal direction 18.

A longitudinal axis 20 of the anchor post 9 is offset eccentrically in the horizontal direction H to a longitudinal axis 21 of the support post 8 with an offset 25. The eccentric offset 25 takes place in the direction of the roadway 30. On the image plane of Figure 3 this is related to the left.

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

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

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

In Figure 6 is a sectional view through anchor post 9 and support post 8, in particular through the flange plates 12, 13 of anchor post 9 and support post 8, shown. A screw bolt 15 passes through the flange plate 13 of the support post 8 and is screwed into an internal thread 32 in the flange plate 12 of the anchor post 9. In the event of a side impact of a motor vehicle thus avoiding lengthening of the bolt 15 and reproducible shearing of the bolt 15 occurs when the support post 8 is displaced relative to the anchor post 9. In particular, the support post 8 is displaced parallel to the anchor post 9 due to the impact.

According to Figure 7 the anchor post 9 is shown introduced into a roadway 30. The flange plate 12 of the anchor post 9 projects from the road surface 31 at a height 11. The flange plate 12 can also be approximately flush with the road surface. An underside 33 of the flange plate 12 particularly preferably lies almost completely on the road surface 31. Here, a sealant 34 is introduced between the underside 33 of the flange plate 12 and the road surface 31. The sealant 34 is introduced in the form of a sealing ring and is shown schematically in a greatly enlarged form. This prevents moisture from accumulating below the flange plate 12. Furthermore, it is avoided that moisture penetrates into the opening of the anchor post 9 via an outer peripheral edge 35, into which opening the anchor post 9 is inserted.

In Figure 8 the road surface 31 is inclined at an angle β with respect to a horizontal H. The support post 8 is also inclined such that a right angle is essentially formed between the road surface 31 and the support post 8. However, the anchor post 9 is embedded in the vertical direction V in the base 7, so that the holding post 8 is mounted obliquely by the angle β on the flange plate 13 of the holding post 8. In the event of an impacting motor vehicle, sufficient force can still be exerted in the horizontal direction H on the coupling between the flange plate 13 of the support post 8 and the flange plate 12 of the anchor post 9, so that the 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.

Figure 9a to c schematically show the impact process on a guardrail arrangement 1 according to the invention. A force F is exerted on the support post 8 due to an impacting motor vehicle. The support post 8 thus moves according to Figure 9b and c offset parallel to the anchor post 9 below. The screw connection between the flange plate 13 of the holding post 8 and the flange plate 12 the anchor post 9 is released by shearing when a force level is exceeded, so that the holding post 8 initially shifts in parallel. Because of the guardrail strand, which is not shown for reasons of simplification and which acts as a tension band, the displacement movement of the support post 8 is limited to the right in relation to the image plane.

Reference numerals:

1 -

Guardrail arrangement

2 -

Guardrail line

3 -

Guardrail line

4 -

Top strand

5 -

post

6 -

surface

7 -

Underground

8th -

Holding post

9 -

Anchor post

10 -

Length to 9

11 -

Height to 9 and 6

12 -

Flange plate for 9

13 -

Flange plate for 8

14 -

Dividing plane

15 -

Bolts

16 -

Elongated holes

17 -

Tapped holes

18 -

Orthogonal direction

19 -

Longitudinal road direction

20 -

Longitudinal axis to 9

21 -

Longitudinal axis to 8

22 -

Back to 8

23 -

Support strut

24 -

Middle to 13

25 -

Offset from 21 to 24

26 -

Double T profile

27 -

Striker

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 (11)

1. Guard rail assembly used, in particular, as a vehicle restraint system on a carriageway, wherein at least one guard rail strand (2) consisting of guard rails butted together in a row is arranged at a vertical distance (29) to a surface (6) of a subsurface (7) and is fastened to posts (5), wherein the posts (5) are formed in the vertical direction (V) in two parts consisting of an anchor post (9) embedded in the subsurface (7) and a retention post (8) and a flange plate (12) is arranged on an upper end of the anchor post (9) and that a flange plate (13) is arranged on the retention post (8) on a lower end, wherein both flange plates (12, 13) abut in a flat manner against one another and are coupled with one another and wherein the coupling takes place by means of screw bolts (15), characterised in that the flange plate (12) of the anchor post (9) has internal threads (32), wherein the screw bolts (15) are screwed into the internal threads (32) so as to engage through the flange plate (13) of the retention post (8), whereby a shear effect of the screw bolts (15) is supported in the event of a lateral impact of a motor vehicle.
2. Guard rail assembly according to claim 1, characterised in that the anchor post (9) is formed from a double T profile, in particular an IPB- or IPE profile.
3. Guard rail assembly according to any one of claims 1 or 2, characterised in that elongate holes (16) are provided on the flange plate (13) of the retention post (8) and/or the flange plate (12) of the anchor post (9), wherein the elongate holes (16) extend oriented in particular transversely to the carriageway (30).
4. Guard rail assembly according to any one of claims 1 to 3, characterised in that the anchor post (9) has a vertical length (10) greater than 800 mm.
5. Guard rail assembly according to any one of claims 1 to 4, characterised in that a separating plane (14) between the two flange plates (12, 13) extends offset parallel relative to the surface (6) of the subsurface (7), in particular, to a carriageway surface.
6. Guard rail assembly according to any one of claims 1 to 5, characterised in that the screw bolts (15) extend oriented with their longitudinal axis orthogonally to the separating plane (14).
7. Guard rail assembly according to any one of claims 1 to 6, characterised in that the retention post (8) on a rear side (22) has a support strut (23) extending at an angle, with which support strut it is supported on the flange plate (13).
8. Guard rail assembly according to any one of claims 1 to 7, characterised in that a central longitudinal axis (21) of the retention post (8) has an offset (25) to the central longitudinal axis (20) of the anchor post (9) and/or that the retention post (8) is coupled with an offset (25) on the flange plate (13) of the retention post (8).
9. Guard rail assembly according to any one of claims 1 to 8, characterised in that the retention post (8) is coupled with an offset (25) in the direction towards the carriageway on the anchor post (9).
10. Guard rail assembly according to any one of claims 1 to 9, characterised in that the flange plate (12) of the anchor post (9) has a greater wall thickness (W12) compared to the flange plate (13) of the retention post (8) and/or the wall thickness (W26) of the double T profile.
11. Guard rail assembly according to any one of claims 1 to 10, characterised in that the anchor post (9) protrudes with a height (11) between 0 and 100 mm, preferably between 0 and 50 mm, particularly preferably between 1 and 40 mm relative to the surface (6) or a carriageway surface (31).

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