IL194016A

IL194016A - Vehicle restraint system for protecting traffic routes

Info

Publication number: IL194016A
Application number: IL194016A
Authority: IL
Inventors: Vanessa Volkmann; Bernd Spengler
Original assignee: Volkmann & Rossbach Gmbh & Co Kg; Hermann Spengler Gmbh & Co Kg; Vanessa Volkmann; Bernd Spengler
Priority date: 2007-09-11
Filing date: 2008-09-10
Publication date: 2011-11-30
Also published as: EP2037045A3; PL2037045T3; DE102007043139A1; EP2037045A2; IL194016A0; DE102007043139B4; HRP20130723T1; EP2037045B1; DK2037045T3

Description

n*m.n >a>im VEHICLE RESTRAINT SYSTEM FOR PROTECTING TRAFFIC ROUTES Applicant: 1. VOLKMANN & ROSSBACH GMBH & CO. KG 2. HERMANN SPENGLER GMBH & CO. KG Our Ref.: 5357/1 194016/2 The present invention relates to a vehicle restraint system for protecting traffic routes, having a fixed wall portion and a safety-rail structure that overlaps with the wall portion in an overlap region and is attached to the latter, the safety-rail structure extending along the traffic route, starting from the overlap region.

Such systems and structures are already known from the prior art. Thus, for example, the German patent specification DE 37 42 356 C2 discloses a transition structure from a safety-rail structure to a concrete safety wall. In the case of this transition structure, the concrete safety wall has an offset in the transition region to the safety-rail structure. This offset, which faces towards the traffic route, is so designed and provided with bores that it can receive the crosspieces of the safety-rail structure and constitutes a flush transition from the concrete safety wall to the safety-rail structure. The concrete safety wall is angled at its end at an acute angle of approximately 10° relative to the safety-rail structure. Arranged in the wedge-shaped space, between the concrete safety wall and the safety-rail structure, that is constituted by the angle, there are tubes, which are filled with an energy-absorbing filler material and which act as impact dampers. After this portion, the transition structure merges into a safety-rail arrangement of the conventional design.

The structure described above has the disadvantage, in essence, that the system stiffness is greatly reduced from the concrete safety wall to the safety-rail structure, owing to the manner of construction in the transition region in which the impact dampers are arranged.

DE 20 2006 015 432 Ul, further, discloses a continuous transition structure between a fixed wall piece and a safety-rail structure. The wall piece has an offset, on which the safety-rail structure is fastened. Provided on the safety-rail structure is a stay chord, which extends in an angled manner from the safety-rail structure to a portion of the wall piece that faces away from the carriageway, and which is fastened to this portion. A support device is arranged in a space included between the stay means and the safety-rail structure.

This structure, likewise, has a reduced system stiffness in the transition region, since the forces produced in the event of a vehicle impact can be absorbed only via the safety-rail structure and the stay means. - 2 - 194016/2 It is an object of the present invention to provide a vehicle restraint system, of the type described at the outset, that is of a simple and compact design, and by means of which the system stiffness in the critical region between the concrete safety wall and the safety-rail structure can be increased.

This object is achieved by a vehicle restraint system according to claim 1.

It is beneficial that the at least one safety rail in the overlap region is fixed to the wall portion at at least one point by fixing the tension load portion The arrangement of the connecting element between a wall portion and a safety-rail structure, according to the invention, offers multiple advantages. A substantial advantage of this stiff connecting element is that, not only tensile stress, but also compressive stress, and therefore a moment resulting from impact, can be transferred to the wall portion. In the overlap region between a safety rail and the wall portion, the elongate tensile load portion of the connecting element is fixed in position multiply on said wall portion, preferably by means of screwed connections. The tensile force resulting from impact can be transferred, as a shearing action, to the wall portion via the elongate tensile load portion that is firmly connected to the wall portion. A safety rail, which is fastened to the wall portion at at least one point, fixing the tensile load portion in position, further renders possible a flush transition to the wall portion in respect of the traffic route.

In addition to the tensile load portion, the connecting element also has a compressive load portion for transferring a compressive force. In this region, for example in a counter-contact portion angled away from the tensile load portion, the connecting element has a transversely extending counter-contact surface, which corresponds with the contact surface of the wall portion extending transversely relative to the traffic route and which can transfer to the wall portion compressive force occurring as a result of impact. It remains to be mentioned that, in this connection, the expression "transversely extending" contact surface or counter-contact surface means both a course of the contact surface or counter-contact surface at angles of between 30 and 60° relative to the traffic route and a course of the contact surface or counter-contact surface that is substantially perpendicular to the traffic route. Owing to the structural design of the connecting element, there is - 3 - 194016/2 produced a force couple, comprised of tensile force in the tensile load portion and compressive force in the compressive load portion, such that the structure is able to absorb even very large moments and transfer them to the wall portion.

According to a preferred embodiment variant of the invention, provision can be made whereby the receiving portion of the connecting element is firmly connected, preferably welded, to the counter-contact portion of the latter. It is thereby ensured that, in an impact situation, the receiving portion remains firmly connected to the counter-contact portion, such that the tensile and compressive forces mentioned above can be transferred effectively to the wall portion and an unwanted deformation step in the transition region between the wall portion and the safety-rail structure can be prevented. In other words, the vehicle restraint system deforms in a substantially stepless manner in the transition region between a fixed wall portion and a safety-rail structure, which increases the safety for an impacting vehicle because, in an impact situation, the vehicle cannot collide directly with the end of the wall portion.

A further advantage of the vehicle restraint system, according to the invention, having a connecting element is that the connecting element has a receiving portion in which, for example, a reinforcing profile, extending along the traffic route, can be received. The reinforcing profile, which can have a circumferential contour that is partially or fully closed in cross-section, is preferably matched to the cross-section of the receiving portion, to enable it to be positively received by this receiving portion and thereby to be firmly connected to the latter. The arrangement of the reinforcing profile in the critical region close to the wall portion and the further course of the safety-rail structure according to the invention enables the vehicle restraint system to be stiffened further. It is therefore capable of braking or checking a vehicle of even very large mass, and of directing it back onto the road.

As is usual per se, in the case of the invention provision can also be made whereby the safety-rail structure is anchored in the ground by means of profile posts. Conventional profile posts, for example C-profile posts, can be used for this purpose.

To further increase the stiffness of the system in the transition region between the safety-rail structure and the wall portion, the distance between the profile posts, by means of which the safety-rail structure is anchored in the ground, can be reduced in the direction - 4 - 194016/2 going towards the wall portion. More closely positioned profile posts provide the safety-rail structure with a stronger hold in respect of the ground and reduce the deformation capacity; profile posts positioned further apart from each other have the opposite effect.

A development of the invention makes provision whereby, in addition to the one safety rail, a second safety rail can preferably be arranged beneath the first safety rail. This second safety rail can additionally be arranged after the transition from a conventional, single distance safety rail, known from the prior art, to the safety rail structure according to the invention, in order to keep a transverse deformation of the vehicle restraint system as small as possible in the event of impact close to the wall portion. In other words, by means of the second safety rail, the safety-rail structure is stiffened further close to the transition to the wall portion. In its start region that is distant from the wall, the second safety rail can be angled in the direction of the ground, and anchored in the latter. Deformation elements having a circular cross-section can be arranged between this second safety rail and the profile post. The energy of an impacting vehicle can be partially absorbed by the deformation of the deformation elements, and the vehicle braked as a result. Further, the vehicle can slide down the upper safety rail, which is connected to the reinforcing profile according to the invention, and be directed safely back onto the carriageway.

Further, a development of the invention provides for an additional tension profile being arranged on the side of the safety-rail structure that faces away from the traffic route.

This tension profile, which extends parallelwise in relation to the safety rails and which is fastened to the profile post, makes it possible for tensile force to be transferred in an uninterrupted manner from the tension chord of the conventional, single distance safety rail, via the safety-rail structure according to the invention and by means of a connecting part, to the wall portion.

With regard to the wall portion, provision can be made whereby the latter is made of concrete or prefabricated concrete components. In a manner similar to that of the prior art, the wall portion according to the present invention can also have an offset, such that, in the final assembled state, the part of the safety-rail structure that overlaps with the wall portion extends so as to be substantially flush with the face of the wall portion that faces the traffic route. The wall portion can be composed of a plurality of prefabricated concrete parts such as, for example, concrete parts having the New Jersey profile. It may - 5 - 194016/2 also be an individual wall portion, however, for example the concreted or walled end of a tunnel entrance or exit, a safety wall on descending gradients, or the like.

To further increase the tensile-stress absorption capability and the flexural resistance in a transition region between the safety-rail structure and the fixed wall portion, a development of the invention makes provision whereby a reinforcing element can be arranged above the second safety rail, which reinforcing element can be connected to the fixed wall portion via a further connecting element. It is precisely in the event of impact by larger, heavier vehicles that this additional reinforcing profile, or box profile, and the therewith associated enlargement of the steel cross-section can appreciably increase the flexural resistance of the vehicle restraint system. As a result, the occurring tensile stresses can be transferred to the wall portion, or the concrete element, in an uninterrupted manner via the two connecting elements. In other words, by means of the reinforcing profile connected to the wall portion by means of the second connecting element, the vehicle restraint system can brake larger or heavier vehicles and direct them back onto the carriageway, without these vehicles breaking through the safety-rail structure and impacting the concrete element in an unbraked manner.

In order that the vehicle restraint system according to the invention can also be used between two carriageways, e.g. as a two-sided median barrier, a preferred embodiment of the invention makes provision whereby a safety-rail structure can be arranged on both sides of the fixed wall portion, each of the safety-rail structures being connected to the wall portion at least via a connecting element.

The invention is described exemplarily in the following with reference to an exemplary embodiment and the accompanying figures, wherein: Figs, la and lb show a front view and a top view of a first embodiment of the vehicle restraint system according to the invention; Fig. 2 shows a top view of the overlap region between the wall portion and the safety-rail structure; Figs. 3a and 3b show a side view and a top view of the connecting element; - 6 - 194016/2 Fig. 4 shows a sectional view along the section line A-A from Fig. 2; Figs. 5a and 5b show a top view and a side view of the wall portion; and Fig. 6 shows a top view of the transition region between a single distance safety rail and the safety-rail structure according to the invention; Fig. la shows a front view of the vehicle restraint system 10, having a safety-rail structure 14 according to the invention and a wall portion 12, as well as an overlap region 22 between the safety-rail structure 14 and the wall portion 12. The safety-rail structure 14 has a first, upper safety rail 16 and a second safety rail 18, the second safety rail 18 being provided in addition in order to keep transverse deformations as small as possible in the event of impact close to the overlap region 22, or close to the wall portion 12. The second safety rail 18 is arranged in the region in which the conventional, single distance safety rail 17, known from the prior art, merges into the safety-rail structure 14.

As can be seen from Fig. la, in its starting region on the left the safety rail 18 is angled in the direction of the ground and is anchored in the latter.

The safety-rail structure 14, as is usual per se, is anchored in the ground by means of profile posts 20. As can be seen from Fig. la, the distances between the individual profile posts 20 lessen in the direction of the overlap region 22, or of the wall portion 12.

The lessening of the distances between the profile posts 20 towards the wall portion 12 further stiffens the safety-rail structure 14 and further reduces the deformation capability in the particularly critical transition region between the safety -rail structure 14 and the wall portion 12.

Fig. lb, for the purpose of further elucidating the structure according to the invention, shows a top view of the vehicle restraint system 10.

Again, Fig. lb shows a conventional, single distance safety rail 17, which extends as far as the start of the safety-rail structure 14 according to the invention and is connected to the latter. Arranged in addition, in the end region of the single distance safety rail 17, is - 7 - 194016/2 the second safety rail of the safety-rail structure 14. Fig. lb shows the safety-rail structure 14 and the overlap region 22 between the safety-rail structure 14 and the wall portion 12. The overlap region 22 is represented in detail in Fig. 2.

Fig. 2 shows a top view of the overlap region 22 between the wall portion 12 and the safety-rail structure 14.

Fig. 2 shows a connecting element 24, which has an elongate, sword-like tensile load portion 38, an angled counter-contact portion 42 and a receiving portion 44. The elongate tensile load portion 38 of the connecting element 24 is fixed in position multiply on the wall portion 12 on the carriageway side, preferably screw-connected to this wall portion. For this purpose, bolts 31 are embedded in the wall portion 12. In the event of an impact, the tensile load portion 38 can transfer a tensile force to the wall portion 12, through a shearing action on the bolt 31.

To render possible a flush transition from the overlap region 22 to the region of the wall portion 12 that has no safety rail, the safety rail 16 extends in an offset 54 in the wall portion 12. The safety rail 16 is fastened to the wall portion 12 via fastenings 32, 34 and 36, fixing the tensile load portion 38 in position.

The counter-contact portion 42 of the connecting element 24 that is angled in relation to the tensile load portion 38 has a counter-contact surface 40, which extends obliquely. As shown by Fig. 2, the wall portion 12 has a contact surface 46, likewise extending obliquely, which corresponds with the counter-contact surface 40. The transversely extending counter-contact surface 40 on the counter-contact portion 42 enables the connecting element 24 to transfer also to the wall portion 12, in addition to a tensile force, a compressive force occurring in an impact situation.

The counter-contact portion 42 of the connecting element 24 is firmly connected to the receiving portion 44 by welding. In an impact situation, unwanted deformation steps in the region immediately before the overlap region 22 can thereby be prevented between the receiving portion 44 and the counter-contact portion 40. The receiving portion 44 receives a reinforcing profile 26, which extends along the traffic route and which further stiffens the safety-rail structure. The reinforcing profile is composed, in a segmented-like manner, of box-shaped, elongate elements connected to one another at their butt - 8 - 194016/2 joints via butt connectors. Butt connectors are to be understood to be short portions of smaller diameter that are pushed into the individual box-shaped profile elements so as to overlap with the ends of these profile elements, and screw-connected to the latter. The reinforcing profile 26 is firmly connected both to one of the profile posts 20, being a C-profile post in this embodiment, and, via the fastening 33, to the safety rail 16, preferably by means of screwed connections on both. Attached to the profile post 20, on the side facing away from the traffic route, is a tension profile 30 (stay chord), which is connected to the wall portion via a strip-shaped connecting part 28. The tension profile 30 and the connecting part 28 are intended to enable tensile force to be transferred to the wall portion 12 in an uninterrupted manner, even in the case of relatively large deformations.

Figures 3a and 3b show a side view from the left and a front view to further illustrate the connecting element 24.

Fig. 3a shows a cross-section 48 of the receiving portion 44 for positively receiving the box-shaped reinforcing profile 26, not shown here, that extends along the traffic route.

In the top view according to Fig. 3b, it can be seen that the elongate, sword-like tension portion 38 is rectilinear to the point at which it merges into the angled counter-contact portion 42 having the counter-contact surface 40. The angled counter-contact portion 42 is firmly connected to the receiving portion 44, preferably welded to the latter, such that, in an impact situation, the transfer of tensile and compressive forces to the wall portion is assured.

Fig. 4 shows a sectional view of the vehicle restraint system along the section line A-A from Fig. 2.

Fig. 4 shows an upper portion of one of the profile posts 20, to which the reinforcing profile 26 is firmly attached, the safety rail 16, in turn, being fastened to the reinforcing profile 26. The reinforcing profile 26, which is box-shaped in cross-section, is instrumental in further increasing the system stiffness, as a result of which the safety-rail structure is capable of checking even vehicles of large mass. The cross-section of the circumferential contour of the reinforcing profile 26 is matched to the cross-section 48, shown in Fig. 3a, of the receiving portion 44 of the connecting element 24, in order that - 9 - 194016/2 it can be positively received by this receiving portion and thus firmly connected to the latter.

The tension profile 30 is arranged on the side of the profile posts 20 that faces away from the traffic route, and is firmly connected to this profile post. The tension profile 30, as already mentioned, enables tensile force to be transferred in an uninterrupted manner.

The second safety rail 18 is firmly connected to a deformation element 50, which, in turn, is firmly attached to the profile post 20.

The functioning of the safety-rail structure 14 according to the invention having the deformation elements 50 is explained with reference to Fig. 4. In an impact situation, the deformation elements 50, which have a circular or polygonal cross-section, become deformed, as a result of which the safety rail 18 is displaced in the direction of the profile posts 20. Through this process, the impact energy is partially absorbed and the vehicle is thereby braked. In the ideal case, following deformation of the deformation elements 50, mounting by the vehicle is impeded in a sustained manner by the safety rails 16 and 18, such that the vehicle slides down the upper safety rail 16 having the reinforcing profile 26, and is directed back onto the carriageway.

Figs. 5a and 5b show a top view and a front view of the wall portion 12.

The front view according to Fig. 5a shows the contact surface 46, via which the compressive forces are transferred to the wall portion 12. Fig. 5a additionally shows the offset 54, already known from the prior art, which, together with safety rails 16 and 18 (see Fig. 2) not shown in this view, render possible a flush transition from the overlap region to the wall portion 12. Fig. 5a further shows an enlarging projection 56, to enable conventional concrete components to be connected to the wall portion 12.

Fig. 5b shows a front view of the wall portion 12. Again, one can see the transversely extending contact surface 46, which merges into the fastening surface 52. The elongate tensile load portion 38, not shown here, and the first and second safety rails 16 and 18, not represented, are fastened to the fastening surface 52.

Fig. 6 shows a top view of a transition region from a conventional, single distance safety rail to the safety-rail structure 14 according to the invention. In Fig. 6, one can see the - 10 - 194016/2 single distance safety rail 17, which is connected to the tension chord 58 by means of spacing elements 62 and 64. The safety-rail structure 14 starts on the right side of the spacing element 62. The reinforcing profile 26 is firmly connected to a fastening part 60, which, in turn, is firmly attached both to the safety rail 16 and to the single distance safety rail 17. It can also be seen from Fig. 6 that the tension chord 58 of the single distance safety rail is firmly connected to the tension profile 30 of the safety-rail structure 14. This measure, as already mentioned in the description relating to Fig. 2, ensures that tensile force is transferred in an uninterrupted manner from the tension chord 58 to the tension profile 30, via the connecting part 28, not shown here, to the wall portion 12, not represented. ipared with the prior art, the invention offers the following advantages: The use of the connecting element 24 allows the transition from the wall portion 12 to the safety-rail structure 14 to be of an extremely compact design, without the aid of additional concrete blocks or the like.

The connecting element 24, owing to its elongate, sword-like tensile load portion 38 arranged on the carriageway side, offers the possibility of transfer of even large tensile forces to the wall portion 12 in the event of impact, through the shearing action already mentioned above. This is effected in a simple manner, via the fastening bolts 31 embedded in the wall portion.

Further, compressive forces resulting from impact can also be transferred from the safety -rail structure 14 to the wall portion 12 via the transversely extending contact surface 46 and counter-contact surface 40 since, via these obliquely extending surfaces, the connecting element can be supported on the wall portion 12 in an impact situation.

The force couple comprised of tensile forces and compressive forces resulting from impact makes it possible for the wall portion 12 to absorb even large moments that can occur in the event of impact, and reduces the deformation capability immediately before the wall portion 12. - 11 - 194016/2 The fact of the deformation capability being reduced immediately before the wall portion 12 prevents a vehicle, impacting in the transition region, immediately before the wall portion 12, from becoming wedged in the vehicle restraint system 10 and from being impeded in sliding down off the vehicle restraint system 10.

The receiving portion 44, which can be connected to the reinforcing profile 26 by means of bolts and which also positively receives this reinforcing profile, or is positively received by the latter, allows the safety-rail structure 14 to be connected to the wall portion 12, via the connecting element 24, in a manner that is advantageous for a continuous flow of force.

The reinforcing profile 26 provides for an additional reinforcement of the safety-rail structure 14 close to the wall portion 12. 194016/2

Claims

1. CLAIMS 5 1. Vehicle restraint system (10) for protecting traffic routes, having - a fixed wall portion (12) and - a safety-rail structure (14) that overlaps with the wall portion (12) in an overlap region (22) and is attached to the latter, the safety-rail structure (14) extending along the traffic route, starting io from the overlap region (22), characterized in that the safety-rail structure (14) comprises at least one connecting element (24) that has an elongate tensile load portion (38), and a receiving portion (44), wherein the tensile load portion (44) is fixed to the side of the wall portion (12) that faces towards the carriage way is and extends in the overlap region between the wall portion (12) and at least one safety rail of the safety-rail structure, and wherein the receiving portion (44) receives a component of the safety-rail structure (14) extending along the carriage way or wherein such a component is attached to the receiving portion (44). 20

2. * Vehicle restraint system (10) according to Claim 1, characterized In that the at least one safety rail (16) being fastened to the wall portion (12) at at least one point in the overlap region (22), fixing the tensile load portion (38) in position. 25 3¾ Vehicle restraint system (10) according to Claim 1, characterized in that the component of the safety-rail structure (14) received in the receiving portion (44) and extending along the traffic route is a reinforcing profile (26). 30 4. Vehicle restraint system (10) according to Claim 3, characterized in that the reinforcing profile (26) having a circumferential contour that is partially or fully closed in cross-section. 194016/2 - 13 - 5. Vehicle restraint system (10) according to Claim 3, characterized in that the receiving portion (44) is adapted for form- fittingly receiving the reinforcing profile in the cross-sectional profile (48) to the circumferential control of the reinforcing profile (26). 6. Vehicle restraint system (10) according to any one of Claims 3 to 5, characterized in that the reinforcing profile (26) is firmly connected to the receiving portion (44), by means of screwed connections, welded connections, rivets or bolts. 7. Vehicle restraint system (10) according to any one of the preceding claims, characterized in that the wall portion (12) has a contact surface (46) extending transversely relative to the traffic route, and the connecting element (24) has a corresponding, transversely extending counter-contact surface (40), via which surfaces the safety-rail structure (14) is supported on the wall structure (12). 8. Vehicle restraint system (10) according to Claim 7, characterized in that the counter-contact surface (36) being realized on a counter-contact portion (42) of the connecting element (24) that is angled away from the tensile load portion (38). ¾ Vehicle restraint system (10) according to Claim 8, characterized in that the counter-contact portion (42) extends at an angle of approximately 30 to 60°, preferably of approximately 45°, relative to the tensile load portion (38) of the connecting element (24). Vehicle restraint system (10) according to Claim 8, characterized in that the receiving portion (44) is fastened, preferably welded, to the counter-contact portion (42) of the connecting element (24). 194016/2 - 14 - 11. Vehicle restraint system (10) according to any one of the preceding claims, characterized in that the safety-rail structure (14) is anchored in the ground by means of profile posts (20). 12. Vehicle restraint system (10) according to Claim 11, characterized in that the distances between the respective profile posts (20) in the direction to the wall portion decrease. 1

3. Vehicle restraint system (10) according to any one of the preceding claims, characterized in that, in addition to the one safety rail (16), a second safety rail is arranged, the second safety rail (18) preferably being arranged beneath the first safety rail. 14., Vehicle restraint system (10) according to any one of the preceding claims, characterized in that deformation elements (50) are arranged between the second safety rail (18) and the profile posts (20), these deformation elements (50) preferably having a circular or polygonal cross-section. 15. Vehicle restraint system (10) according to Claim 13, characterized in that the second safety rail is fixed to the deformation element (50) and the deformation element (50) is fixed to the profile posts, preferably by screwing. 16. Vehicle restraint system (10) according to any one of the preceding claims, characterized in that an additional tension profile (30), extending paral- lelwise in relation to the safety rails (16, 18), is arranged on the side of the safety-rail structure (14) that faces away from the carriage way, this tension profile (30) being frmly connected to the side of the profile posts (20) that faces away from the carriage way. 194016/2 - 15 - 17. Vehicle restraint system (10) according to Claim 16, characterized in that the tension profile (30) has a circumferential contour that is partially or fully closed in cross-section. 18. Vehicle restraint system (10) according to Claim 16, characterized In that the tension profile is fixedly connected to the side of the wall structure (12) that faces away from the carriage way. 19. Vehicle restraint system (10) according to Claim 16, characterized in that the tension profile (30) is connected with a tension chord (58) of a single distance safety rail (17) at the starting point of a safety rail structure (14). 20. ; Vehicle restraint system (10) according to any one of the preceding claims, characterized in that the wall portion (12) is made of concrete or prefabricated concrete components. 21. Connecting element (24) for a vehicle restraint system according to one of the proceeding Claims, wherein the connecting element comprises: - a longitudinal tensile load portion (38) for attaching between a wall portion (12) and at least one safety rail (16) of the safety-rail structure (14) on that side of the wall portion (12) in the overlap region (22), which faces towards the carriage way, - a counter-contact portion being angled away from the tensile load por- tion (38), having a counter-contact surface (40) for supporting on a contact surface (46) of the wall portion (12) extending transversely of the traffic route, and - a receiving portion (44) for receiving or attaching a component of the safety-rail structure (14) for receiving or attaching a component of the safety-rail structure (14) extending along the traffic route.