EP4293161A1 - Vehicle safety barrier - Google Patents

Abstract

The present invention relates to a vehicle safety barrier with, preferably programmable, retention capacity, for defense against passenger cars and trucks, for permanent or temporary installation on paved or unpaved surfaces, preferably without a foundation, with two rows of gabions (1) running at a distance from one another, their spacing space is filled by compression body (2).

Description

The present invention relates to a, preferably passive, vehicle safety barrier, in particular with programmable retention capacity, for defense against passenger cars and trucks, for permanent or temporary installation on paved or unpaved surfaces, without the need for a foundation. The method for creating this vehicle safety barrier allows a largely freely selectable design in terms of shape, appearance and retention loads. The presentation of the invention has positive effects on both the architectural and green space design aspects of urban planning as well as on rainwater retention and thus on the microclimate and quality of life at the construction site.

A device of this type is not yet known.

A known device is represented by the patent specification " WO002012052993A2 Fillable Geomesh Immovable Barrier System and Method" . These are cylindrical containers set up individually or in groups, made from multi-layer geomesh and welded stainless steel rod mats, which are assembled on site and filled with sand to prevent unwanted entry of vehicles to prevent secure areas.

1. 1. Die Vorrichtung ist in ihrer Rückhaltefähigkeit durch ihre zylindrische Form limitiert, da der Umgang mit höheren Anprallasten gleichzeitig auch zu unvorteilhaften Durchmessern und Aufbauhöhen führt.
2. 2. Die o.g. Limitierung schränkt die Nutzbarkeit der Vorrichtung im platzbeengten, urbanen Umfeld signifikant ein.
3. 3. Ferner führt die zylindrische Form dazu, dass sich die Barriere nicht zum fahrzeugableitenden Einsatz im Flankenbereich eignet.
4. 4. Die obige Vorrichtung eignet sich nicht zu dauerhaften Nutzung, da ihre Rückhaltefähigkeit durch die Verwendung von UV-Sensitiven Geogeflecht rapide abnimmt.
5. 5. Die latente Gefahr des Vollversagens eines Barrieren Zylinders macht den Aufbau von mindestens zwei hintereinander gelagerten Sperrmittellinien erforderlich.

The disadvantages of this device include the following:

1. 1. The device's retention capacity is limited by its cylindrical shape, as dealing with higher impact loads also leads to unfavorable diameters and construction heights.
2. 2. The above-mentioned limitation significantly limits the usability of the device in a space-constrained urban environment.
3. 3. Furthermore, the cylindrical shape means that the barrier is not suitable for use in the flank area to divert vehicles.
4. 4. The above device is not suitable for long-term use as its retention capacity decreases rapidly due to the use of UV-sensitive geo-mesh.
5. 5. The latent risk of complete failure of a barrier cylinder requires the construction of at least two barrier center lines mounted one behind the other.

It is therefore the object of the present invention to provide a vehicle safety barrier, preferably passive, flexible in terms of shape and retaining loads, as defined in the preamble of claim 1 to create the specified type that achieves a high barrier effect, can be used permanently or temporarily and does not require foundations.

This problem is solved by the features of claim 1.

1. I. In Methode und Ausführung dazu geeignet ist, in
   1. a. Form,
   2. b. Dimensionierung und
   3. c. Rückhaltekapazität
      an die am Aufbauort vorliegenden Erfordernisse angepasst werden kann.
2. II. Sowohl als Flächenbauwerk als auch Linienbauwerk aufgebaut werden kann.
3. III. Deren Sperrwirkung und Eindringtiefe mittels eines vorbestimmbaren Verzögerungswegs bestimmt werden kann.
4. IV. Sowohl temporär als auch dauerhaft eingesetzt werden kann.
5. V. Hohe Sperrwirkung unabhängig vom Anprallwinkel entfaltet.
6. VI. Im spitzen Winkel anprallende Fahrzeuge umleiten kann.
7. VII. Den Stoßimpuls anprallender Fahrzeuge weich absorbieren kann.
8. VIII. Durch eigene Verformung den auftretenden Trümmerflug anprallender Fahrzeuge minimiert.
9. IX. Keines gesonderten Fundaments bedarf.
10. X. Sowohl auf befestigten als auch unbefestigten Untergründen eingesetzt werden kann.
11. XI. Im Anprallfall subterran befindliche Infrastrukturen nicht durch Druckimpulse belastet.
12. XII. Im Anprallfall den Untergrund unter der Fahrzeugsicherheitsbarriere nicht zerstört.
13. XIII. Deren äußere Anmutung ortsbildbezogen gestaltet werden kann.
14. XIV. Flächig und punktuell mit Gartenpflanzen und Grobgehölz begrünt werden kann.
15. XV. Niederschlagswasser speichert.
16. XVI. Den schnellen Abfluss von Niederschlagswasser verzögert.
17. XVII. Ohne kapillarsperrende Wirkung zum Aufbauort errichtet werden kann
18. XVIII. In Untersegmenten gefertigt und vor Ort errichtet werden kann.
19. XIX. Die reversibel zu festen Sperrketten unlimitierter Länge zusammengeschlossen werden kann.

The subclaims contain advantageous developments of the invention. The invention advantageously creates a device which in particular:

1. I. The method and execution are suitable for this purpose
   1. a. Shape,
   2. b. sizing and
   3. c. Retention capacity
      can be adapted to the requirements at the installation site.
2. II. Can be constructed both as a surface structure and as a linear structure.
3. III. Their blocking effect and penetration depth can be determined using a predeterminable delay path.
4. IV. Can be used both temporarily and permanently.
5. V. High blocking effect regardless of the impact angle.
6. VI. Can redirect vehicles colliding at an acute angle.
7. VII. Can softly absorb the shock impulse of impacting vehicles.
8. VIII. Minimizes the debris flying from colliding vehicles through its own deformation.
9. IX. No separate foundation required.
10. X. Can be used on both paved and unpaved surfaces.
11. XI. In the event of an impact, subterranean infrastructure is not burdened by pressure pulses.
12. XII. In the event of a collision, the surface under the vehicle safety barrier is not destroyed.
13. XIII. The external appearance of which can be designed in relation to the townscape.
14. XIV. Can be greened over large areas and in specific areas with garden plants and coarse trees.
15. XV. Stores rainwater.
16. XVI. Delays the rapid runoff of rainwater.
17. XVII. Can be set up at the installation site without a capillary blocking effect
18. XVIII. Can be manufactured in sub-segments and erected on site.
19. XIX. Which can be reversibly connected to form fixed locking chains of unlimited length.

1. a. plastischer Verformung
2. b. Umwandlung von Punktlast in Flächenlast
3. c. Überwindung von Massenträgheit
4. d. Überwindung von Haft- und Gleitreibung

umwandelt und somit deren Durchfahrt verhindert.The invention can also be referred to as a portable, reinforced raised bed, the functionality of which is not based on the input of force into rigid ground foundations, but rather which the kinetic energy of impacting vehicles using a combination of

1. a. plastic deformation
2. b. Conversion of point load into area load
3. c. Overcoming mass inertia
4. d. Overcoming static and sliding friction

converted and thus prevents their passage.

The invention is activated when a vehicle crashes into the barrier. If this happens, in the worst case scenario, at an obtuse impact angle, the first thing that occurs is simultaneous plastic deformation of the vehicle crumple zone and selective deformation of the barrier casing in the impact area. Here, the gabion, which is positioned transversely to the direction of impact, acts like a damping element that takes over the first part of the energy dissipation and then passes on the remaining energy with a time delay and lower energy potential as a compression wave to the centrally positioned compression body. The compression body is now plastically compressed by the pressure wave and thereby absorbs further energy. If the pressure wave then reaches the opposite side of the compression body, the compression and deformation of the downstream gabion row and the barrier casing begins at a correspondingly reduced energy potential.

The described point deformations of the gabion/compression body/gabion lead to a bulging and an initial small-scale displacement of the gabion ring.

In the next step, the initiated point load is gradually converted into a surface load, which ensures that the entirety of the installed components and not just the locally affected impact area can develop an effect to mobilize the counterforces. For this purpose, all gabions of the gabion ring gradually counteract the input of the impact energy in the form of a progressively increasing chain reaction.

When the entire barrier is finally moved, the friction bodies attached to the underside of the barrier are activated, which then ultimately leads to the reduction of the remaining kinetic energy. These friction bodies can be optimally adapted in shape and material to the respective surface and thus enable the barrier to be used universally on paved and unpaved surfaces.

Further details, features and advantages of the invention result from the following description of exemplary embodiments based on the drawing.

Fig. 1

eine Draufsicht auf die Fahrzeugsicherheitsbarriere in Basiskonfiguration

Fig. 2

eine Frontalansicht der Fahrzeugsicherheitsbarriere in Basiskonfiguration entlang der Linie B-B in Fig. 1

Fig. 3

eine Schnittdarstellung der Fahrzeugsicherheitsbarriere in Basiskonfiguration im Profil entlang der Linie A-A in Fig. 1

Fig. 4

eine Draufsicht auf die erfindungsgemäße Fahrzeugsicherheitsbarriere, in ringförmiger Basiskonfiguration

Fig. 5

eine Draufsicht auf die Fahrzeugsicherheitsbarriere in erweiterter Konfiguration

Fig. 6

eine Frontalansicht der Fahrzeugsicherheitsbarriere in erweiterter Konfiguration entlang der Linie B-B in Fig. 1

Fig. 7

eine Schnittdarstellung der Fahrzeugsicherheitsbarriere in erweiterter Konfiguration im Profil entlang der Linie A-A in Fig. 1

Fig. 8

eine Draufsicht auf die erfindungsgemäße Fahrzeugsicherheitsbarriere, in ringförmiger, erweiterter Konfiguration

Fig. 9

eine Draufsicht auf ein Ensemble der Fahrzeugsicherheitsbarriere, gem. Fig. 8.

It shows:

Fig. 1

a top view of the vehicle safety barrier in basic configuration

Fig. 2

a frontal view of the vehicle safety barrier in basic configuration along line BB in Fig. 1

Fig. 3

a sectional view of the vehicle safety barrier in basic configuration in profile along line AA in Fig. 1

Fig. 4

a top view of the vehicle safety barrier according to the invention, in an annular basic configuration

Fig. 5

A top view of the vehicle safety barrier in an expanded configuration

Fig. 6

a frontal view of the vehicle safety barrier in extended configuration along line BB in Fig. 1

Fig. 7

a sectional view of the vehicle safety barrier in expanded configuration in profile along line AA in Fig. 1

Fig. 8

a top view of the vehicle safety barrier according to the invention, in an annular, expanded configuration

Fig. 9

a top view of an ensemble of the vehicle safety barrier, according to. Fig. 8 .

The structure of the vehicle safety barrier according to the invention results from a synopsis of the Fig. 1 to Fig. 9 .

The Fig. 1 to 4 show the vehicle safety barrier in basic configuration Fig. 5 to 8 show the vehicle safety barrier in an expanded configuration. The Fig. 9 shows an ensemble of several vehicle safety barriers that are placed next to each other at the required distances to secure protected areas.

A single vehicle safety barrier ( Fig. 1 to Fig. 4 ) essentially has two main components that can be combined with each other and, depending on the event-related load scenario, can vary in shape and mass; the gabion rows 1 and the compression body(s) 2. Depending on the occasion, the vehicle safety barrier can be expanded to include an installation trough 3 and corresponding friction bodies 4 ( Fig. 5 to Fig. 8 ) become.

The individual gabions 7, connected to rows of gabions 1 by means of an energy translation system 5 and vertical bracing 6, form the vertical impact and rebound surfaces of the barrier according to the invention. In construction situations in the basic configuration, the rows of gabions 1 lie directly on the respective subsurface. Between the gabion rows 1, which can also be designed in a ring shape, are the compression bodies 2, which, in cooperation with the gabion rows 1, absorb the impact energy acting on them and thus develop the barrier effect according to the invention.

Depending on the occasion, the blocking effect of the vehicle safety barrier can be increased by means of an installation trough 3 and friction bodies 4 attached underneath. In this case, the installation trough 3 has the functions of activating the entire mass inertia of the barrier and transferring the total mass of the vehicle safety barrier to the friction bodies 4 mounted underneath, absorbing rainwater to increase the mass and offering areas that can be designed architecturally. Furthermore, the smoothed vertical surfaces of the installation trough 3 improve the vehicle-dissipating effect of the vehicle safety barrier, while at the same time increasing the protection of the gabion rows 1 from impairment of their structural integrity caused by possible interlocking with parts of the impacting vehicle. On the underside of the installation trough 3 there are one or more replaceable friction bodies 4, which, on the one hand, have the task of generating the highest possible point load of the vehicle safety barrier on the ground, and on the other hand, to have a positive effect on the way these friction bodies 4 are designed To influence the location-dependent retention capacity of the respective surface and thus the resulting braking distance of the barrier. The friction bodies 4 can therefore be designed both as bodies that act flatly and as bodies that penetrate into the ground.

In order to close off wide traffic routes and squares as well as long flanks with the vehicle safety barrier, individual barriers can also be formed into rows of chains ( Fig. 4 get connected. This is done by means of connecting links 8, which are inserted into the corresponding connection receptacles 9 of the vehicle safety barrier.

1. 1. Methode (Verfahren) zur Erstellung einer Fahrzeugsicherheitsbarriere mit, vorzugsweise programmierbarer, Rückhaltekapazität, zur Abwehr von Personen- und Lastkraftwagen, zum dauerhaften oder zeitweiligen Aufbau auf befestigte oder unbefestigte Untergründe, ohne dass es dazu eines Fundaments bedarf, gekennzeichnet
   • durch zwei in Abstand voneinander verlaufende Gabionenreihen 1 deren Abstandsraum durch Kompressionskörper 2 ausgefüllt ist.
2. 2. Methode zur Erstellung einer in Form, Dimensionierung und Rückhaltekapazität weitgehend frei wählbaren Fahrzeugsicherheitsbarriere nach Punkt 1, dadurch gekennzeichnet,
   • dass die Gabionenreihen 1 mittels Energietranslationssystem 5 und Vertikalabspannung 6 aus kraftschlüssig miteinander verbundenen Einzelgabionen 7 erstellt sind,
   • dass die Anzahl und Dimensionierung der verwendeten Einzelgabionen 7 gemäß den vor Ort vorliegenden Erfordernissen frei bestimmt werden kann,
   • dass das Volumen und die Masse des / der Kompressionskörper/s 2 gemäß den vor Ort vorliegenden Erfordernissen frei bestimmt werden kann.
3. 3. Methode zur Erstellung einer sowohl als Flächenbauwerk oder Linienbauwerk gestaltbaren Fahrzeugsicherheitsbarriere nach einem der Punkte 1 oder 2, dadurch gekennzeichnet,
   • dass die Gabionenreihen 1 auch ringförmig ausgeführt werden können,
   • dass es sich dabei auch um mehrere Ringe aus Gabionenreihen 1 handeln kann,
   • dass die Gabionenreihen 1 auch parallel zueinander in geraden Strecken geführt werden können,
   • dass die Gabionenreihen 1 auch parallel zueinander in meandernden Strecken geführt werden können.
4. 4. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 3, deren Sperrwirkung und Eindringtiefe mittels eines vorbestimmbaren Verzögerungswegs bestimmt werden kann, dadurch gekennzeichnet,
   • dass die Masse und das Volumen von Wirkkomponenten 1 - 9 gemäß den vor Ort vorliegenden Erfordernissen frei bestimmt werden können,
   • dass die Form der Fahrzeugsicherheitsbarriere an die zu erwartenden Abprallwinkel gemäß den vor Ort vorliegenden Erfordernissen angepasst werden kann,
   • dass die Dichte und plastische Verformbarkeit der Gabionenreihen 1 und Kompressionskörper 2 gemäß der erwünschten Eindringtiefe bemessen werden kann.
   • dass die Haft- und Gleitwiderstandsbeiwerte der Reibkörper 4 mittels Material- und Formauswahl sowie deren Dimensionierung entsprechend der erwünschten Eindringtiefe gewählt werden kann,
   • dass die Masse der gesamt wirkenden Barriere auch mittels der Verbindungsglieder 8 und Verbindungsaufnahmen 9 zu kraftschlüssig verketteten Barrierengruppen erhöht werden kann.
5. 5. Methode zur Erstellung einer sowohl für den temporären als auch dauerhaften Einsatz verwendbaren Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 4, dadurch gekennzeichnet,
   • dass die Einzelgabionen 7 reversibel miteinander verbunden sind,
   • dass die Einzelgabionen 7 zerstörungsfrei entleert und neu verortet werden können,
   • dass die Wirkkomponenten der Fahrzeugsicherheitsbarriere zur Entfaltung Ihrer Wirkung keines gesonderten Fundaments bedürfen.
6. 6. Methode zur Erstellung einer unabhängig vom Anprallwinkel wirkenden Fahrzeugsicherheitsbarriere mit hoher Sperrwirkung nach einem der Punkte 1 bis 5, dadurch gekennzeichnet,
   • dass sich die Sperrwirkung der Fahrzeugsicherheitsbarriere aus der Kombination der von der Vektorenrichtung unabhängigen Faktoren der Umwandlung der kinetischen Anprallenergie
     • o von Punktlast in Flächenlast
     • o in plastische Verformung
     • ∘ in Überwindung von Massenträgheit
     • ∘ in Überwindung von Haft und Gleitreibung
     ergibt,
   • dass die glättenden Außenflächen des Einbautrogs 3 die Fahrzeuge ableitende Wirkung der Fahrzeugsicherheitsbarriere erhöht,
   • dass die glättenden Außenflächen des Einbautrogs 3 durch ihre Fahrzeuge ableitende Wirkung die Außenflächen der Gabionen 7 und somit deren Standfestigkeit vor Beeinträchtigungen durch mögliche Verzahnungen mit Teilen des anprallenden Fahrzeugs schützt.
7. 7. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach Punkt 6, welche dazu geeignet ist die Fahrtrichtung eines in einem spitzen Winkel anprallende Fahrzeuge in Trümmerflug reduzierender Weise zurück auf die Fahrbahn abzulenken, dadurch gekennzeichnet,
   • dass die Form der Fahrzeugsicherheitsbarriere an die zu erwartenden Abprallwinkel gemäß den vor Ort vorliegenden Erfordernissen angepasst werden kann,
   • dass die geglätteten Außenflächen des Einbautrogs 3 Verzahnungen zwischen Fahrzeugsicherheitsbarriere und Fahrzeug vermeiden.
8. 8. Methode zur Erstellung einer den Stoßimpuls anprallender Fahrzeuge weich absorbieren und somit den Trümmerflug (Dispersion) minimierenden Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 7, dadurch gekennzeichnet,
   • dass die plastische Verformung der Gabionenreihen 1 und Kompressionskörper 2 die Anpralllast induzierten Beschleunigungskräfte nennenswert reduzieren,
   • dass die programmierbare Massenträgheit der sich kaskadenhaft aktivierenden Wirkkomponenten 1 - 9 die Anpralllast induzierten Beschleunigungskräfte nennenswert reduzieren,
   • dass die Form der Fahrzeugsicherheitsbarriere an die zu erwartenden Abprallwinkel gemäß den vor Ort vorliegenden Erfordernissen angepasst werden kann.
9. 9. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 4 bis 8, welche kein separates Fundament benötigt, dadurch gekennzeichnet,
   • dass sich die Sperrwirkung der Fahrzeugsicherheitsbarriere aus der Kombination der Umwandlung der Anprall induzierten kinetischen Energie mittels der Wirkkomponenten 1 - 2
     1. a. von Punktlast in Flächenlast
     2. b. in plastische Verformung
     3. c. in Überwindung von Massenträgheit
     4. d. in Überwindung von Haft und Gleitreibung
     ergibt,
   • dass die Fahrzeugsicherheitsbarriere, im Anprallfall, mitsamt ihrer Wirkkomponenten 1 - 9 nicht statisch am Aufbauort verbleibt, sondern Anprall induzierten kinetischen Energie mittels Ortsveränderung abbaut.
10. 10. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 9, welche auf befestigten und unbefestigten Untergründen eingesetzt werden kann, dadurch gekennzeichnet,
    • dass sich die Sperrwirkung der Fahrzeugsicherheitsbarriere, unabhängig vom Untergrund, aus der Kombination der Umwandlung der Anprall induzierten kinetischen Energie mittels der Wirkkomponenten 1 - 2
      1. a. von Punktlast in Flächenlast
      2. b. in plastische Verformung
      3. c. in Überwindung von Massenträgheit
      4. d. in Überwindung von Haft und Gleitreibung
      ergibt.
11. 11. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 10, welche im Anprallfall subterran befindliche Infrastrukturen nicht durch Druckimpulse belastet, dadurch gekennzeichnet,
    • dass sich die Sperrwirkung der Fahrzeugsicherheitsbarriere, unabhängig vom Untergrund, aus der Kombination der Umwandlung der Anprall induzierten kinetischen Energie mittels der Wirkkomponenten 1 - 2
      1. a. von Punktlast in Flächenlast
      2. b. in plastische Verformung
      3. c. in Überwindung von Massenträgheit
      4. d. in Überwindung von Haft und Gleitreibung
      ergibt und somit keine nennenswerten Druckimpulse in den Untergrund vorliegen.
12. 12. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 11, welche im Anprallfall den befestigten Untergrund unter der Fahrzeugsicherheitsbarriere nicht zerstört, dadurch gekennzeichnet,
    • dass sich die Sperrwirkung der Fahrzeugsicherheitsbarriere, unabhängig vom Untergrund, aus der Kombination der Umwandlung der Anprall induzierten kinetischen Energie mittels der Wirkkomponenten 1 - 2
      1. a. von Punktlast in Flächenlast
      2. b. in plastische Verformung
      3. c. in Überwindung von Massenträgheit
      4. d. in Überwindung von Haft und Gleitreibung
      ergibt und somit kein eindringen in den befestigten Untergrund vorliegen.
13. 13. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 4 bis 12, deren äußere Anmutung ortsbildbezogen gestaltet werden kann, dadurch gekennzeichnet,
    • dass die Masse und Volumen der Wirkkomponenten 1 - 9 gemäß den vor Ort vorliegenden Erfordernissen frei bestimmt werden können,
    • dass die Außenflächen der Wirkkomponenten 1 - 3 gemäß den vor Ort vorliegenden Erfordernissen frei gestaltet werden können,
    • dass die Form der Fahrzeugsicherheitsbarriere an die Ortsbild bezogenen Erfordernisse angepasst werden kann,
    • dass die Gabionenreihen 1, Einzelgabionen 7, Kompressionskörper 2 gemeinschaftlich oder solitär mit Gartenpflanzen und Grobgehölzen begrünt oder anderwärtig in ihrer Anmutung gestaltet werden können,
    • dass die Kompressionskörper 2 derart gestaltbar sind, dass diese mit flach-, tief-, und herzwurzelnden Pflanzen begrünt werden können.
14. 14. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 13, welche mittels entsprechender Begrünung zur Verbesserung des lokalen Mikroklimas beitragen kann, dadurch gekennzeichnet,
    • dass die Kompressionskörper 2 dazu geeignet sind Gartenpflanzen und Grobgehölze dauerhaft aufzunehmen,
    • dass die Kompressionskörper 2 derart gestaltbar sind, dass diese mit flach-, tief-, und herzwurzelnden Pflanzen begrünt werden können.
15. 15. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 14, die dazu geeignet ist, nennenswerte Mengen an Niederschlagswasser zu speichern und dessen Abfluss zu verzögern, dadurch gekennzeichnet,
    • dass die Einpassung des / der Kompressionskörper in den Abstandsraum wasserdicht ausgeführt werden kann,
    • dass der Einbautrog 3 wasserdicht als ein wasseraufnehmendes Gebinde ausgeführt werden kann.
16. 16. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 15, welche ohne kapillarsperrende Wirkung zum unversiegelten Untergrund errichtet werden kann, dadurch gekennzeichnet,
    • dass die / der Kompressionskörper 2 aus entsprechend kapillarwirkendem Material gestaltbar ist,
    • dass die / der Kompressionskörper 2 unmittelbar auf den unversiegelten Untergrund errichtet werden können / kann.
17. 17. Methode zur Erstellung einer Fahrzeugsicherheitsbarriere nach einem der Punkte 1 bis 16, welche in Einzelsegmenten vorgefertigt und vor Ort errichtet werden kann, dadurch gekennzeichnet,
    • dass die Gabionenreihen 1 mittels Energietranslationssystem 5 und Vertikalabspannungen 6 aus kraftschlüssig miteinander verbundenen Einzelgabionen 7 erstellbar sind,
    • dass der Einbautrog 3 in seine Einzelsegmente zerlegt angeliefert und vor Ort aufgebaut werden kann,
    • dass die / der Kompressionskörper vor Ort in die Fahrzeugsicherheitsbarriere eingebracht werden kann.

The present invention “vehicle safety barrier” can also be defined by the following method or process steps:

1. 1. Method (procedure) for creating a vehicle safety barrier with, preferably programmable, retention capacity, to ward off cars and trucks, for permanent or temporary installation on paved or unpaved surfaces, without the need for a foundation
   • by two rows of gabions 1 running at a distance from each other, the space between which is filled by compression bodies 2.
2. 2. Method for creating a vehicle safety barrier according to point 1 that can be largely freely selected in terms of shape, dimensions and retention capacity, characterized in that
   • that the gabion rows 1 are created from individual gabions 7 that are non-positively connected to one another using an energy translation system 5 and vertical bracing 6,
   • that the number and dimensions of the individual gabions 7 used can be freely determined according to the local requirements,
   • that the volume and mass of the compression body(s) 2 can be freely determined according to the local requirements.
3. 3. Method for creating a vehicle safety barrier that can be designed as a surface structure or a line structure according to one of points 1 or 2, characterized in that
   • that the gabion rows 1 can also be designed in a ring shape,
   • that these can also be several rings made of gabion rows 1,
   • that the rows of gabions 1 can also be guided parallel to one another in straight stretches,
   • that the rows of gabions 1 can also be guided parallel to each other in meandering routes.
4. 4. Method for creating a vehicle safety barrier according to one of points 1 to 3, the barrier effect and penetration depth of which can be determined by means of a predeterminable delay path, characterized in that
   • that the mass and volume of active components 1 - 9 can be freely determined according to local requirements,
   • that the shape of the vehicle safety barrier can be adapted to the expected rebound angles in accordance with the local requirements,
   • that the density and plastic deformability of the gabion rows 1 and compression body 2 can be measured according to the desired penetration depth.
   • that the adhesion and sliding resistance coefficients of the friction bodies 4 can be selected by means of material and shape selection as well as their dimensioning according to the desired penetration depth,
   • that the mass of the overall effective barrier can also be increased by means of the connecting links 8 and connecting receptacles 9 to form non-positively linked barrier groups.
5. 5. Method for creating a vehicle safety barrier that can be used for both temporary and permanent use according to one of points 1 to 4, characterized in that
   • that the individual gabions 7 are reversibly connected to one another,
   • that the individual gabions 7 can be emptied and repositioned non-destructively,
   • that the effective components of the vehicle safety barrier do not require a separate foundation to develop their effect.
6. 6. Method for creating a vehicle safety barrier that acts independently of the impact angle and has a high blocking effect according to one of points 1 to 5, characterized in that
   • that the blocking effect of the vehicle safety barrier results from the combination of the factors of conversion of the kinetic impact energy that are independent of the vector direction
     • o from point load to area load
     • o into plastic deformation
     • ∘ in overcoming mass inertia
     • ∘ in overcoming adhesion and sliding friction
     results,
   • that the smoothing outer surfaces of the installation trough 3 increases the vehicle-dissipating effect of the vehicle safety barrier,
   • that the smoothing outer surfaces of the installation trough 3 protect the outer surfaces of the gabions 7 and thus their stability from impairment due to their vehicle-dissipating effect due to possible interlocking with parts of the impacting vehicle.
7. 7. Method for creating a vehicle safety barrier according to point 6, which is suitable for deflecting the direction of travel of vehicles colliding at an acute angle back onto the road in a way that reduces debris flying, characterized in that
   • that the shape of the vehicle safety barrier can be adapted to the expected rebound angles in accordance with the local requirements,
   • that the smoothed outer surfaces of the installation trough 3 avoid interlocking between the vehicle safety barrier and the vehicle.
8. 8. Method for creating a vehicle safety barrier that softly absorbs the shock impulse of impacting vehicles and thus minimizes the flying debris (dispersion) according to one of points 1 to 7, characterized in that
   • that the plastic deformation of the gabion rows 1 and compression body 2 significantly reduce the acceleration forces induced by the impact load,
   • that the programmable mass inertia of the cascade-activating active components 1 - 9 significantly reduce the acceleration forces induced by the impact load,
   • that the shape of the vehicle safety barrier can be adapted to the expected rebound angles in accordance with the local requirements.
9. 9. Method for creating a vehicle safety barrier according to one of points 4 to 8, which does not require a separate foundation, characterized in that
   • that the blocking effect of the vehicle safety barrier results from the combination of the conversion of the impact-induced kinetic energy using the active components 1 - 2
     1. a. from point load to area load
     2. b. into plastic deformation
     3. c. in overcoming mass inertia
     4. d. in overcoming adhesion and sliding friction
     results,
   • that in the event of an impact, the vehicle safety barrier, together with its active components 1 - 9, does not remain static at the installation site, but rather reduces impact-induced kinetic energy by changing its location.
10. 10. Method for creating a vehicle safety barrier according to one of points 1 to 9, which can be used on paved and unpaved surfaces, characterized in that
    • that the barrier effect of the vehicle safety barrier, regardless of the surface, results from the combination of the conversion of the impact-induced kinetic energy using the active components 1 - 2
      1. a. from point load to area load
      2. b. into plastic deformation
      3. c. in overcoming mass inertia
      4. d. in overcoming adhesion and sliding friction
      results.
11. 11. Method for creating a vehicle safety barrier according to one of points 1 to 10, which does not burden subterranean infrastructure with pressure pulses in the event of an impact, characterized in that
    • that the barrier effect of the vehicle safety barrier, regardless of the surface, results from the combination of the conversion of the impact-induced kinetic energy using the active components 1 - 2
      1. a. from point load to surface load
      2. b. into plastic deformation
      3. c. in overcoming mass inertia
      4. d. in overcoming adhesion and sliding friction
      and therefore there are no significant pressure pulses in the subsurface.
12. 12. Method for creating a vehicle safety barrier according to one of points 1 to 11, which does not destroy the paved surface under the vehicle safety barrier in the event of an impact, characterized in that
    • that the barrier effect of the vehicle safety barrier, regardless of the surface, results from the combination of the conversion of the impact-induced kinetic energy using the active components 1 - 2
      1. a. from point load to surface load
      2. b. into plastic deformation
      3. c. in overcoming mass inertia
      4. d. in overcoming adhesion and sliding friction
      and therefore there is no penetration into the paved subsurface.
13. 13. Method for creating a vehicle safety barrier according to one of points 4 to 12, the external appearance of which can be designed in relation to the townscape, characterized in that
    • that the mass and volume of the active components 1 - 9 can be freely determined according to the local requirements,
    • that the outer surfaces of the active components 1 - 3 can be freely designed according to the local requirements,
    • that the shape of the vehicle safety barrier can be adapted to the local requirements,
    • that the rows of gabions 1, individual gabions 7, compression bodies 2 can be landscaped jointly or solitarily with garden plants and coarse trees or can be designed in another way,
    • that the compression bodies 2 can be designed in such a way that they can be planted with shallow, deep and heart-rooted plants.
14. 14. Method for creating a vehicle safety barrier according to one of points 1 to 13, which can contribute to improving the local microclimate by means of appropriate greenery, characterized in that
    • that the compression bodies 2 are suitable for permanently holding garden plants and coarse trees,
    • that the compression bodies 2 can be designed in such a way that they can be planted with shallow, deep and heart-rooted plants.
15. 15. Method for creating a vehicle safety barrier according to one of points 1 to 14, which is suitable for storing significant amounts of rainwater and delaying its drainage, characterized in that
    • that the fitting of the compression body(s) into the space can be carried out watertight,
    • that the installation trough 3 can be designed to be waterproof as a water-absorbing container.
16. 16. Method for creating a vehicle safety barrier according to one of points 1 to 15, which can be erected without a capillary blocking effect on the unsealed surface, characterized in that
    • that the compression body 2 can be designed from a corresponding capillary-acting material,
    • that the compression body 2 can be erected directly on the unsealed subsurface.
17. 17. Method for creating a vehicle safety barrier according to one of points 1 to 16, which can be prefabricated in individual segments and erected on site, characterized in that
    • that the gabion rows 1 can be created from individual gabions 7 that are non-positively connected to one another using an energy translation system 5 and vertical bracing 6,
    • that the installation trough 3 can be delivered disassembled into its individual segments and assembled on site,
    • that the compression body can be inserted into the vehicle safety barrier on site.

Reference symbol list

1

Gabion row

2

compression body

3

Built-in trough

4

Friction body

5

Energy translation system

6

Vertical bracing

7

Single gabion

8th

connecting link

9

connection

Claims (17)

Vehicle safety barrier with, preferably programmable, retention capacity, to ward off cars and trucks, for permanent or temporary installation on paved or unpaved surfaces, preferably without a foundation - by two spaced-apart rows of gabions (1), the space between which is filled by compression bodies (2). Vehicle safety barrier according to claim 1, characterized in - that the rows of gabions (1) are created from individual gabions (7) that are non-positively connected to one another using an energy translation system (5) and vertical bracing (6), - that the number and dimensions of the individual gabions (7) used can be determined according to the local requirements, and - that the volume and mass of the compression body(s) (2) can be freely determined in accordance with the local requirements. Vehicle safety barrier according to claim 1 or 2, characterized in - that the gabion rows (1) can be designed in a ring shape, - that several rings of gabion rows (1) are provided, - that the gabion rows (1) are also arranged parallel to each other in straight stretches, and - That the gabion rows (1) are parallel to each other in meandering routes. Vehicle safety barrier according to one of claims 1 to 3, characterized in - that the mass and volume of active components (1 to 9) can be freely determined in accordance with local requirements, - that the shape of the vehicle safety barrier can be adapted to the expected rebound angles in accordance with the local requirements, - that the density and plastic deformability of the gabion rows (1) and compression bodies (2) can be measured according to the desired penetration depth, - that the adhesion and sliding resistance coefficients of the friction bodies (4) can be selected by selecting the material and shape as well as their dimensioning according to the desired penetration depth, and - that the mass of the overall effective barrier can also be increased by means of the connecting links (8) and connecting receptacles (9) to form non-positively linked barrier groups. Vehicle safety barrier according to one of claims 1 to 4, characterized in - that the individual gabions (7) are reversibly connected to one another, - that the individual gabions (7) can be emptied and repositioned non-destructively, and - that the active components (1 to 9) of the vehicle safety barrier do not require a separate foundation to develop their effect. Vehicle safety barrier according to one of claims 1 to 5, characterized in - that the blocking effect of the vehicle safety barrier results from the combination of the factors of conversion of the kinetic impact energy that are independent of a vector direction ∘ from point load to area load ∘ into plastic deformation ∘ in overcoming mass inertia ∘ in overcoming adhesion and sliding friction results, - that the effect of the vehicle safety barrier can be increased by smoothing the outer surfaces of an installation trough (3), and - that the smoothing outer surfaces of the installation trough (3) protect the outer surfaces of the gabions (7) and thus their stability from impairment due to possible interlocking with parts of the impacting vehicle due to their vehicle-dissipating effect. Vehicle safety barrier according to claim 6, characterized in that the direction of travel of a vehicle colliding at an acute angle is directed back onto the roadway in a manner that reduces flying debris (can be deflected and), characterized in that - that the shape of the vehicle safety barrier is adaptable to the expected rebound angles in accordance with the local requirements, and - that toothing between the vehicle safety barrier and the vehicle can be avoided due to the smoothed outer surfaces of the installation trough (3). Vehicle safety barrier according to one of claims 1 to 7, characterized in - that the acceleration forces induced by the impact load can be significantly reduced by the plastic deformation of the gabion rows (1) and compression bodies (2), - that the acceleration forces induced by the impact load can be significantly reduced due to the programmable mass inertia of the cascade-activating active components (1 to 9), and - that the shape of the vehicle safety barrier can be adapted to the expected rebound angles in accordance with the local requirements. Vehicle safety barrier according to one of claims 4 to 8, characterized in - that the blocking effect of the vehicle safety barrier results from the combination of the conversion of the impact-induced kinetic energy using the active components (1 to 2) a. from point load to surface load b. into plastic deformation c. in overcoming mass inertia d. in overcoming adhesion and sliding friction results, and - that the vehicle safety barrier, together with its active components (1 - 9), does not remain static at the installation site in the event of an impact, but rather reduces impact-induced kinetic energy by changing its location. Vehicle safety barrier according to one of claims 1 to 9, which can be used on paved and unpaved surfaces, characterized in that - that the barrier effect of the vehicle safety barrier, regardless of the surface, comes from the combination of the conversion of the impact-induced kinetic energy using the active components (1 to 2) a. from point load to area load b. into plastic deformation c. in overcoming mass inertia d. in overcoming adhesion and sliding friction can be generated. Vehicle safety barrier according to one of claims 1 to 10, characterized in - that the barrier effect of the vehicle safety barrier, regardless of the surface, comes from the combination of the conversion of the impact-induced kinetic energy using the active components (1 to 2) a. from point load to area load b. into plastic deformation c. in overcoming mass inertia d. in overcoming adhesion and sliding friction can be generated without significant pressure pulses in the subsurface. Vehicle safety barrier according to one of claims 1 to 11, characterized in - that the barrier effect of the vehicle safety barrier, regardless of the surface, comes from the combination of the conversion of the impact-induced kinetic energy using the active components (1 to 2) a. from point load to surface load b. into plastic deformation c. in overcoming mass inertia d. in overcoming adhesion and sliding friction can be created without penetrating the paved subsurface. Vehicle safety barrier according to one of claims 4 to 12, characterized in - that the mass and volume of the active components (1 to 9) can be freely determined according to the local requirements, - that the outer surfaces of the active components (1 to 3) can be freely designed according to the local requirements, - that the shape of the vehicle safety barrier can be adapted to the local requirements, - that the rows of gabions (1), individual gabions (7) and compression bodies (2) can be planted with garden plants and coarse trees collectively or solitary or their appearance can be designed in some other way, and - that the compression bodies (2) can be designed in such a way that they can be planted with shallow, deep and heart-rooted plants. Vehicle safety barrier according to one of claims 1 to 13, characterized in - that the compression bodies (2) are suitable for permanently holding garden plants and large trees, and - that the compression bodies (2) can be designed in such a way that they can be planted with shallow, deep and/or heart-rooted plants. Vehicle safety barrier according to one of claims 1 to 14, characterized in - that the compression body(s) can be fitted in the space in a watertight manner, and - that the installation trough (3) can be designed to be watertight as a water-absorbing container. Vehicle safety barrier one of claims 1 to 15, characterized in - that the compression body (2) can be made from a corresponding capillary-acting material, and - that the compression body (2) can be erected directly on the unsealed subsurface. Vehicle safety barrier according to one of claims 1 to 16, characterized in - that the gabion rows (1) can be created from individual gabions (7) that are non-positively connected to one another using an energy translation system (5) and vertical bracing (6), - that the installation trough (3) can be dismantled into its individual segments, delivered and assembled on site, and - that the compression body can be inserted into the vehicle safety barrier on site.

Images