HUE035561T2

HUE035561T2 - Vehicle retention system

Info

Publication number: HUE035561T2
Application number: HUE15178334A
Authority: HU
Inventors: Christian Mader
Original assignee: Voestalpine Krems Finaltechnik Gmbh
Priority date: 2015-07-24
Filing date: 2015-07-24
Publication date: 2018-05-02
Also published as: EP3121336B1; SI3121336T1; RS56834B1; PL3121336T4; ES2657369T4; ES2657369T3; PL3121336T3; HRP20171934T1; EP3121336A1

Description

Vehicle retention system

The invention relates to a road restraint system comprising multiple uprights, multiple spacers, which are each fastened on art upright, at least one guide rail, which is fastened on the »pacers, and multiple traits verse struts, which are .fastened at the first strut end thereof, on the guide rail and are festened on the second -strut· end {hereof, -which is arranged lower in relation to the first strut end on the road:restraint system, on an upright, for mechanical stiffening of road restraint systems transverse, struts are known which are arranged between two successive uprights. In this regard EP121339IA1 suggests, fastening the transverse struts on their first statt end on the road restrain! system in the region, of the spacer of a first upright and on its second strut end, which is arranged lower in relation of the hit;· strut end on a subsequent second upright, of the road restraint system. By these transverse stiuis it is for example even in ease of a collision caused release of the guide rail from the spacer respectively the nprighi possible that a mechanical joint with the gmde rail can remain - what can minimize the effective range of the road restraint system. fhsadvantageonsiy this transverse strutted road restraint system requires a high effort in installation and material.

This by a comparative close arrangement of subsequently arranged uprights, for keeping the range ofifitc ttsnsverse struts in an acceptable scale, as well as hy to he comparative^ mechanically sti IT performed transverse struts, so -hat it is possible to span the rangés between the uprights with low defoimatlon.

The object of the invention is therefore to provide, starting from the initially described prior tiff a road restraint system stiffened hy transverse struts with a comparatively small effective range, which can distinguish by reduced installation, maintenance and material costs.

The invention solves the task in that successive transverse stmts along the guide rail follow a triangular course, in which the transverse struts are fastened at the first strut ends thereof on the guide fail) between successive uprights anti the second strut ends are each fastened on one of these successive uprights.

If the successive transverse struts, along, the guide rail follow a triangular course, the mechanical stiffening of the road restraint system can he increased. Fastening She transverse struts according to the invention at the first strut ends thereof on the guide rail between successive uprights and fastening each of the second strut ends on one of these successive uprights can open up the option of reducing the number of uprights - and with performance comparable to thé prior art with respect to restraint class, impact severity, and range of action. This reduces not only the material expenditure and therefore the costs of the restraint system, but rather more particularly also its installa; ion and maintenance exfiettditure. This is because more particular at the first strut ends of the transverse struts, an overlap by art upright and/or a spacer fastened thereon is no longer to be expected - which substantially facilitâtes the accessibility in these fastening regions. The road restraint system according to the invention is therefore thus comparative!}' simple and rapid to install and/or maintain. In addition, such freely accessible transverse struts can also be provided later and comparatively easily on already existing road restraint systems, to possibly improve them •in the restrai nt: class and/or the range of action thereof,

The mentioned advstniages are improved roars: particularly if the transverse strufs are fastened at the first strut etuis, thereof in the middle between successive struts -on the guide rail. i f the distance rtf at least one joint of the guide roil to the adjoining upright is liait' of the upright distance between successi ve uprights, this can reduce the number of the uprights and therefore further improve the material reduction in (heraad restraint system.

The above-mentioned advantages can be further improved if the length of the guide rail is an integer multiple of half of the upright distance between successive uprights.

The installation anti maintenance expenditure can Ire further reduced if the road restraint system has flsstening means, which faster: the strut ends of successive transverse struts to the respective guide rad or to the respective uprights. Elecause these fastening means thus alatt connect the transverse struts to a tie rod, a tension eonttecnon independent, of the guide rail can result via the fastening means - which can further stitfe-t the road restraint system and thus improve it in the restraint class. if the trans-verse struts have at least one oblong hole at one strut end, tnore particularly at both strut ends, through which the respective fastening means protrudes, a linear hearing tutsi therefore a guided mobility of tltc parts in relation to one another can thus be enabled in the attachment ofthe transverse strut ou the upright and/or ott the guide tail. For example, ht the case of an impact, the lincat hearing can let the trans verse strut tie rod become active with a timer delay In relation to ihe guide rail, which primarily penults increased flexibility and therefore increased absorbing load acceptance of the road restramt system with a small range of action, in spite of the road restraint system stiffened by transverse struts, an advantageous impact severity class cart thus also be permitted with light I cuds a nd/or veh i c I es. Λ fastening, which cart be loaded with traction in particular, of transverse struts adjoining one another can Ire enabled If the fastening means has an oblong insert plate, which connects the first stmt ends of successive transverse struts. Moreover, in this manner mutual overlap of the first strut ends in the region of the guardrail can be avoided and the material expenditure can thus be kept low,

If'tnuhlpls guide rails overlapping at. the ends thereof form a joint, to 'which she first strut cutis of She transverse struts are fastened. the fastening means for the transverse struts can also be used for connecting the guide rails in the joint and.-or vtce versa, instailatton, mat thmince, and material topén iu.re or ’a. toui restraint ’stem s e thus u tiret reducible.

To enable lengthening of the transverse strut trt case of ars impact, it can fee provided that the· transverse stritt has a cranked fittnge region tti one strut end. Depending on the cranking angle, the behavior of the road restraint system in the event of an impact «an thus be mfiuenecu and/or adapted to the toads to he restrained. Itt addition, a cranked flange region can fact Í hate the instailatton of the transverse strut, A further facilitation itt the installation of the transverse strut cart result if the second strut end, which is arranged lower, is fastened on the upright side ofthe upright facing away front the guide rali.

Two road restraint systems according to the invention can advantageously be used to provide a median system., if these road restraint systems are arranged extending in parallel and facing away from orte another.

For this purpose, it can prove to he ttdvanfageous ~ since providing a particularly narrowly embodied median system is possible -- if the uprights of one road restraint system sue arranged offset to the uprights of the other road restraint system. A symmetrical construction to achieve a small range of action can result if the uprights of one road restraint system arc arranged opposite in relation Io the fastening region of the first stmt ends of the transverse struts on the guide rati of the either -road restraint system,

The median system eart be nteehantcttlty stiffened further by the two triangular courses extending in opposite directions along the guide rails, 1rs the figures, the -subject matter of the invention is illustrated by way of example on the basis of embodiment variants, In the. figures: i'igute t shows a rear view of a tottd restraint system according to a first exemplary embodiment.

Figure 2 shows an enlarged detail view of Vigors 1,

Figure 3 show's a top view of the detail view shown in: figure 2, f igure 4 shows-a sectional view along ÍV > IV of Figure 3. and

Figure $ shows a top view of a median system having wo road restraint systems facing away from one another.

According to Figures I to 4, a passive road restraint system i, which is shown irt a cutaway view, made of metal, more particularly made of steel, is shown, which has essentially ground-mounted uprights 2, 3, -I, 5, and spacers t'l, 7, 8, 9, fntíí tipie guide rails 10, 11, 12, and transverse struts 13, 1-4 for mechanical stiffening of the road restraint system I. The transverse struts 9 are manufactured from a das steel. The spacers 6, 7, 8. 9 are fastened on the uprights 2, 3, 4, 5 anti ott She respective guide tail 10, IS, 12 and therefore support the guide rati -- as can be seen according to Figure 4 on the basis of the upright 3, for .example. It is generally mentioned at this point that a spacer 6, ?, 8, 9 is to be understood in a general meaning. It can certainly be embodied in one or mulitple parts and/or can be resolved differently in the structural embodiment, which is tînt shown in greater detail.

Furthermore, the part of a road restraint system 1 illuslrated in Figure 1 shows transverse struts 13, 14, which arc fastened nt the first shut end thereof 15 on the respective guide rail 10, 11, 12 and at the second strut end 16 thereof on the respective upright 2, o, 4, 5. As can be seen In Figures I and 2, the second strut end 16 is atranged lower on rite road restraint, system 1 than the Itrst strut end 15 - thus lies lower.

To mechanically stiffen the road restraint system I, it is provided according to the invention that the successive transverse struts 1.3., 14 along the guide rails 10, 11, 12 follow a triangular course 17, This triangular coarse 1.7 also enables an upright to be omitted ttt the fastening region 18 of the transverse struts 13, 14 on the guide rail 10, II, 52 respective thereto, for the additional support in this fastening region 18.· This. is the case since the transverse struts 13, 14 are fastened at the first strut ends 15 thereof at the guide rail It), 11, 12 between successive struts 2, 3 or 3, 4 or 4, 5, respect irmly, and the second strut ends 16 are each fastened on uprights 2, 3, 4, 5 successive thereto - namely on different uprights in each case, fhe material expenditure is therefore substantially reduced its comparison to known road restraint systems, It is recognizable in the exemplary embodiment that the transverse stmts 13, 14 are fastened at the first strut end;; 15 thereof in the middle between successive struts 2, 3 or 3, 4 or 4, 5 on the guide rail 10, 11, 12 or 110, ill, i 12, respectively - particularly easy accessibility thus results, which substantially reduces the installation and maintenance expenditure of the road restraint system I according tu the invention.

The invention is particularly distinguished if the following condition is maintained in the design of the road restraint system I: the length Γ-? of the guide rails ill, Í1, 12 is at; integer multipie of half of the upright distance 20 between ΆΜ. xMte upst^hts 2, o < 3, t vt 1 1 h’s is shown tt i n.-η r oc\td >n 1 sünre I

Moreover, the distance 21 of at least one joint 22 or 23 of the overlapping guide rail 11 to the adjoining uptight 3 or 4 has to bd half of the upright distance 14 between successive uprights 2, 3 or 3, 4 or 4, 5.

If this condition is maintained, fhe matersai expenditure on the road restraint stent 1 is substantially reduced. Moreover, the road restraint system 1 according to the m',entton can thus be attached without guide rail uimmmg for example, ott anolher road resfraint system 1 (ttot shown in greater detail > or on a transition structure. Such another mad restraint system cast possibly aiso have a different lateral stilmess, tor example, It can be a passive- restraint system mads*of conctete.

Fastening means 24 are associated with the road restraint system 1, to conned the differeni components fő öné another. These fastening means 24 cat; comprise more particularly detachable screw connections 25 and/or not shown in greater detail rivets etc, fitese fastening means 24 fasten the two shut ends 16 of successive transverse shuts 13, 14 jointly on the respective uptight 2, 3, 4, 5- Moreover, these fastening means 24 fasten the ftrst strut ends 15 of the successive transverse struts 13, 14 jointly on the guide rail 11. 12 - its shown it; Figure 2. for example. also in the overlap region 26 of the guide rails 11, 12 overlapping in the joint 23. in general. it is to be noted that the overlapping connected guide rad» 10, 11, 12 thus form a guide rail band, .Moreover, an insert, plate 2? is associated with the festen ing means 24, which also fixedly connects the two first shut ends .15 of successive transverse struts 13, 14. Due to this fastening, the transverse struts 13« 14 also form, like the guide rails IC», 11, 12 lixedly conceded to uns another in the overlap region 26. a tie rod .30, which acts is; parallel to fhe guide rail band .31. The road restraint system ! according to the invention cart therefore guarantee a small rangé of action despite a reduced number of upright s 2, 3,4,5, A certain mobility is permitted at the transverse struts 13, 14 in the event of an impact, in that the transverse struts S3, 14 each have an oblong boh; 32, 33 at both strut ends 1,5, 16, through which the fastening means 24 and/or the screws 25 protrude. Therefore, the guide rails if», 11, 12 can absorb deformation energy without stiffening action of the transverse »mas 1.3, 14 ants therefore initially have a softer effect in the range of action. This is advantageous iri the event of light impact loads. Ifit then goes like a Jinettr bearing io a »top, in that the oblong hole 32, 3,3 blocks the screw 25 of the fastening means 24 in the movement, the mechanical stiffening by the transverse strut 1.3, 14 stets

Claims

fuiiy or. the guide rail 18, 11, 12, so that the road restraint system with heavy loads. Guide rail hattd 3 ia »ii tie rod .30 advantageously act in parallel with .a time delay due to she oblong holes 15, 16, in, rhe transverse struts 13, 14 · - {, «· provided by the region - .on the uprights 2 ,. 3, 4, 5, which emphasizes the special action of the rods> 30 transversal struts 13, 4, The transverse struts 13, 14 each have a cranked region 28 at one strut end 16. special the second, lower ~ lytng strut end to fasten them on the uprights?. ), +. 5 in a simple mannet. i Ids situt ert.t ft »is speeitkahy fastened on the upright side 39of the upright 2, 3, 4, 5 hieing away froth thé guide rôti 10, It, 13, as cast they seen more partsdufariy here Figure 3, According to Figure 5, the arrattgesnept of tsvo road restraint systems 1, 1, which are arranged extending ut y tr wei arid facing away from one another, is tints eoststtyet a median system 100, The second road restraint system 1Ö1 differs from the Sost road restraint system 1 hr that is the guide rails 18, 11, 13 of the guide rails lit. road restraint system 1 is also the basis for the rest of the road system, however, as can be found on the basis of the joints 3.3, 24, the guide tail length 119; the upright distance 28, and the distance31 in. Figure 5, 3, 3, 4, 5 of the road restraint systems 181, 1, which provides the particuhtriy compttet and spácé-sáythgembod of the median .-ystem HÏ8, This is the first road restraint. ation the ation ation IS ation IS IS IS off off off off off off off IS IS nd of nd nd nd nd 118 118 118 118 118 118 118 118 118 118 118,,, of the transverse struts 1.3, 14 extend 1st opposite directions aiong the guide rails 10, 11, 13, 14 or i 18, 111, 113, respectively, which is the meaning of the instation of the median system 11 ) 0th The system of «nvis coloring system Acnhnddh.w tgB> py> ö« i »I Ish'sriuvisszalarto. having a plurality of spacers (2, 3, 4, S), a plurality of spacers (6, 7, 8, 9) each secured on a support column (2, 3, 4, 5), at least one on the spacers ( 6, 7, 8, 9} with fixed guide rails (Id, 11, 12, or 1IÖ, 111, 3 13) and multiple struts (13, 14) having first front ends {151 on the guide rail (18, 11, 12, 12). or 118, fii, 112), while the second is < RTI ID = 0.0 > < / RTI > < / RTI > (16) that is capable of lowering the first retaining rig (15) to the first support end (15), a support group (2, 3, 4, or 4) 5), characterized in that the crossbars (13, 14) which coincide with each other along the guide rail <10, 11, 12, and 111), 111, i 12} follow a triangular path (17, 1IV) at which ski armrests (13, 14) with first support ends (15). on guide rail (10, i 1, 12 dl. 1}, 51Î, I. S 3) successive co-ordinates (2, 3, or, respectively) 3, 4S ilL 4, 5), the second end of the support end (16) is always fixed to one of these successive lampsticks (3, 3, 4, 5),

2, Pillow retaining system according to claim 1, characterized in that the cross pockets (S3, 14) are first pockets »with their ends (15) with pivoting pylons (2, 3, 3,, - 4, or 4, 5) in the middle between the guide rail (10, -1 f, 12, tik i 10, 1 11 <1 I 2) fixed,

A vehicle retention system according to claim 1 or 2, characterized in that said guide rail (Here, II, 12, or HO, 111, 112) has a position (22, 23) for adjacent support (2, 23). 3, 4, III, 5) is the half (21) of the distance between the feed baits (3, 3, or 3, 4, sitting, 4, 5) following the monopoly (20),

4, 1-3. Demand-porn-any-editor vehicle retrieve system, characterized in that the length of the guide rail (ΙΟ. Ï1, 1,2, 111, III, 112) (19, I here) is the consecutive support plane (2, 3, or 3, 4, ilk 4, S) half of the spacing distance (Here). whole plow multiple.

A retention system according to any one of Claims 5 to 9, characterized in that the vehicle retention system has securing means (24, which are the supporting ends (15, 10) of the cross-members (13, 14) on the respective guide rail (15, 11, 12)). or, i, 10, III, 112) or on the respective support column (2, 3, 4, 5) and, on the other hand, the crosspieces (13, 14) are connected to a drawbar (30). vehicle support system, characterized in that the cross supports (13. 14) have at least one longitudinal hole (15, 16) with at least one longitudinal hole (32, 33), in particular both of the recesses (15,16) through which the respective fastening means is provided. (24) extends beyond

Vehicle restraint system according to claim 5 or 6, characterized in that the fastener (24) has an elongated cross-member (27) connecting the first two end portions (.15) of the successive cross strut (13, 14) .

Vehicle restraint system according to one of Claims 1 to 7, characterized in that the guide rails (lo, 11, 12, seat 110, 11 i, 112) overlap and thereby form at least one joint (22, 23) , with the first end portions (15) of the crosshairs (13, 14) fixed,

9. Jam retraction system according to any one of claims 1 to 3, characterized in that the cross support (13, 14) comprises a flared edge region (28) at one of the support ends (15, 16). A restraint system according to any one of claims 1 to 3, characterized in that the second, lower-positioned support end (16) is fixed on the side of the support post (2, 3, 4, 5), facing away from the guide rail (l). δ, 12, sitting, 119, ISI, 112).

1, Separation bar system, consisting of two. the 1 - Here. The vehicle vehicle system (I, i.e.) according to any one of claims 1 to 4, which is parallel to the Parent and is arranged in parallel with each other. 12, claim 11, separating the sediment <RTI ID = 0.0> ali; </RTI> <RTIgt; al., </RTI> characterized in that one of the support system (1) is a support column; (2, 3, 4, Si to the actuators of the <RTIgt; ms'isik </RTI> chimera system <101) are arranged in their region relative to them. ", A separating band system according to claim 12, characterized in that one retrieval system (1) woofer (2, 3, 4, 5) crosswise (t 14} eh.o. end supports {15} the other yin retaining system (off 1 j guide t 11 í>, 5 14, 11, 12, or 5, a serine separator system according to claim 11, 12, 5 or 5, characterized in that the ke; , 11, 12, cul, Î 10, 1 î 1 <112}.