US20120037865A1 - Vehicle restraint system - Google Patents
Vehicle restraint system Download PDFInfo
- Publication number
- US20120037865A1 US20120037865A1 US13/264,304 US200913264304A US2012037865A1 US 20120037865 A1 US20120037865 A1 US 20120037865A1 US 200913264304 A US200913264304 A US 200913264304A US 2012037865 A1 US2012037865 A1 US 2012037865A1
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- United States
- Prior art keywords
- restraint system
- vehicle restraint
- main body
- pedestal
- base body
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
- E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
- E01F15/085—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using metal
Definitions
- the invention relates to a vehicle restraint system for delimiting roadways according to the features in the preamble of claim 1 .
- a vehicle restraint system for delimiting roadways is state-of-the-art according to DE 38 27 030 C2.
- the vehicle restraint system is formed by a strand of guide barriers placed one after the other.
- Each guide barrier has a housing-like base body which can be set up on the ground.
- a guide rail is arranged above the base body.
- the guide rail and the base body are connected by posts having a sigma-shaped horizontal cross-section.
- DE 199 35 566 A1 also discloses a vehicle restraint system with a base body that can be set up on the ground. Support plates oriented outwardly from the ride-up plates are arranged on the base body. Angle irons which extend in the longitudinal direction of the base body are arranged below the support plates. Several profile bodies which are spaced apart in the longitudinal direction and made of plastic-covered rubber are arranged on the angle irons.
- EP 1 650 353 A2 discloses a concrete wall element for a vehicle restraint system on roadways.
- Support elements are provided on opposite longitudinal sides in the support region at least partially along the length of the wall element, with the support elements being friction-locked with the wall element.
- Elastic bearing elements preferably made of an elastomer, are inserted in the support elements.
- the bearing elements elastically support the wall element, thereby preventing the wall element from being pressed into the ground or foundation, for example an asphalt pavement, when the asphalt pavement becomes hot and soft during the summer.
- the bearing elements also increase friction which opposes displacement of the wall element during a side impact of the automobile with an increased resistance.
- This embodiment is complex with respect to manufacture as well as handling.
- the pedestals arranged underneath the base body are provided with a friction-enhancing, for example at least partially serrated bottom side which grips the roadway.
- a friction-enhancing for example at least partially serrated bottom side which grips the roadway.
- U1 describes a traffic-guiding barrier made of concrete or reinforced concrete with an upright guide body and support flanks on both sides.
- the support flanks are constructed as wedge-shaped flanks with ramps leveling of at an acute angle, which are connected with the guide body with a friction lock and a form lock.
- the impact flanks may be constructed, for example, of rubber.
- DE 195 39 274 C2 discloses a conventional vehicle restraint system with a housing-type base body which is supported on the ground on runners, wherein friction-enhancing means are provided on the bottom sides of the runners.
- the friction-enhancing means are formed as preferably one-piece shoes made of an elastomer, in particular rubber or polyurethane, which can be connected with the runners and formfittingly surround the runners from undeneath.
- the shoes are connected with the runners via a one-piece locking pins formed on the shoe, which engage in the recesses in the bottom plate of the runners.
- the locking pin tends to shear off during transverse displacement after an impact. Exchanging and replacing a shoe underneath the runner is relatively complicated.
- the object is solved according to the invention with a vehicle restraint system having the features of claim 1 .
- the base body of a guide rail of the vehicle restraint system is set up on the ground on pedestals.
- the pedestal includes a metallic main body and an elastomer body connected with the main body and facing the ground.
- the pedestal is detachably fastened on the base body with a connecting element, wherein the connecting element cooperates with an abutment on the main body of the pedestal.
- Level equalization in particular with uneven terrain, can be realized with the pedestal and the elastomer body facing the ground.
- the elastomer body has a high friction resistance, increasing the friction between the pavement and the vehicle restraint system.
- water can drain from underneath the vehicle restraint system.
- a separate structural water passages are not required.
- the detachable attachment of the pedestals on the base body is also advantageous. This allows simple installation and more particularly easy exchange of the pedestals in the event of damage. More particularly, the connecting element is also externally accessible, so that the pedestals can be easily installed and removed.
- the main body and the elastomer body of the pedestals are intimately and fixedly connected with each other, in particular by vulcanization.
- the metallic surfaces of the main body which are intimately connected with the elastomer during vulcanization ensure reliable force transmission.
- the connecting element is a threaded bolt while the abutment is a threaded bore in the main body.
- the threaded bolt can be screwed from the outside into the threaded bore of the pedestal arranged underneath the base body.
- the connecting element may be a threaded nut, wherein the abutment is a threaded bolt (stud bolt) on the main body.
- the ratio of the thickness of the base body to the thickness of the elastomer body is between 1:1 and 1:10.
- the ratio of the thickness of the base body to the thickness of the elastomer body is between 1:2.5 and 1:5.
- the pedestals can be manufactured in large quantities.
- the base body is made of steel and the elastomer body of rubber.
- so-called rubber-metal elements can be used as pedestals.
- rubber-metal elements with an elastomer body having a hardness of at least 50 Shore are particularly suitable.
- Shore hardness is defined as the resistance against incursion of a body of a predetermined shape under a defined force.
- the Shore-hardness scale has a range from 0 to 100.
- pedestals also advantageous which have a circular horizontal cross-section, wherein the abutment is arranged in the center of the main body.
- This simple but pragmatic embodiment ensures compact pedestals with uniform and identical lifting capabilities and stable force transmission on all sides, which particularly withstands the force applied during transverse displacement of the vehicle restraint system following an impact.
- the main body and the elastomer body have identical horizontal cross sections.
- the pedestals are arranged underneath runners extending transversely underneath the base body.
- a corresponding pedestal is arranged on each end section of the runner.
- the vehicle restraint system is thereby elevated, but more stable due to the level equalization provided by the pedestals.
- coupling of the base body or the guide barriers with each other is also easier and more stable with uneven terrain.
- the pedestals and the resulting higher position of the base body also ensure good water drainage underneath the vehicle restraint system. Additional or separated water passageways are not required.
- the embodiment of a vehicle restraint system according to the invention is particularly advantageous when additional weighting bodies made of, for example, concrete are arranged in the base body. It has been observed that such vehicle restraint system attains a high resistance against transverse displacement, while still having a defined yieldability in the event of an impact.
- the runners of the base body have slots arranged transversely to the guide rails. These slots are configured to receive the mounting bolts of the pedestals and realize a first energy dissipation through transverse displace ent of the base body on the slots in the event of a collision with an automobile.
- the base body hereby slides across the slots until reaching a stop.
- the pedestals remain in place on the ground during this process.
- This variant prevents the vehicle occupants from being exposed to impermissibly high forces due to acceleration caused by the coalition. These acceleration forces are measured, for example, by the ASI value (Acceleration Severity Index).
- FIG. 1 a front view on the base body of a guide barrier of a vehicle restraint system
- FIG. 2 the base body in a longitudinal cross-section taken along the line A-A of FIG. 1 ;
- FIG. 3 a cross-section through the illustration of FIG. 2 taken along the line B-B;
- FIG. 4 in a perspective diagram, the end section of the base body of a guide barrier viewed at an angle from below;
- FIG. 5 a vertical cross-section through the base body in the region of a bottom-side runner
- FIG. 6 in a side view, a runner and a pedestal with mounting means in an exploded diagram
- FIG. 7 the diagram of FIG. 6 after installation of the components
- FIG. 8 a perspective view at an angle from below onto a runner with installed pedestals
- FIG. 9 in a vertical cross-section a first embodiment of a pedestal
- FIG. 10 in a vertical cross-section a second embodiment of a pedestal
- FIG. 11 a runner in a perspective view with slots.
- the vehicle restraint system is composed of guide rails 1 which are detachably arranged one after the other.
- Each guide rail has a housing-like base body 3 which can be set up on the ground 2 , with roof-shaped sloped side ride-up plates 4 , 5 , a cover plate 6 connecting the upper longitudinal edges of the ride-up plates 4 , 5 , and support plates 7 , 8 which extend from the base body 3 outwardly and are arranged on the lower longitudinal edges of the ride-up plates 4 , 5 .
- the edge sections 9 of the support plates 7 , 8 are folded slightly downwardly.
- Each of the ends of the base body 3 is closed with an end plate 10 , 11 , wherein coupling elements 12 , 13 for connecting the base bodies 3 with each other in the longitudinal direction are arranged on the end plates 10 , 11 .
- the coupling elements are formed, on one hand, by insertion pockets 12 and, on the other hand, by insertion brackets 13 configured to engage with one another.
- an unillustrated guide barrier may be installed directly vertically on the base body 3 or with a spacing from the base body 3 by using tension rods in form of threaded rods.
- the tension rods are inserted into the base body 3 through the guide rail and through the cover plate 6 , where they are tensioned in an abutment 14 consisting of an abutment plate 15 and a threaded nut 16 disposed in the base body 3 .
- the base body 3 can be weighted down.
- weighting bodies 17 can be positioned in the base body 3 .
- the weighting bodies 17 of made, in particular, from concrete and are arranged on ground-facing longitudinal rails 18 .
- runners 19 oriented transversely to the longitudinal extent of the base body 3 are installed underneath the base body 3 .
- Each runner 19 has a horizontal bottom plate 20 and vertically upwardly oriented sidewalls 21 .
- the runners 19 extend in the transverse direction underneath the base body across its width.
- a pedestal 24 is mounted underneath the runners 19 on each end section 22 , 23 of the runner 19 ( FIG. 8 ).
- Rubber-metal elements are used as pedestal 24 (see also FIG. 9 ) which have a metallic circular plate-shaped main body 25 made of steel and a ground-facing elastomer body 26 made of a rubber which is fixedly fastened to the main body 25 .
- the pedestals 24 are detachably attached underneath the runners with connecting elements 37 .
- the connecting element 27 includes a threaded bolt 28 which cooperates with an abutment 29 in form of a threaded bore 30 on the main body 25 .
- the threaded bolt 28 is screwed from above through the concrete plate 20 into the threaded bore 30 on the main body 25 of the pedestal 24 and incorporates a washer 31 .
- FIG. 10 Another embodiment of a pedestal 32 is illustrated in FIG. 10 .
- the abutment 29 on the main body 25 is here formed by a threaded bolt 33 projecting upwardly from the main body 25 .
- the connecting element 27 is a (schematically indicated) threaded nut 34 , which is screwed on the threaded bolt 33 from above and tensions the pedestal 32 with the base body 3 or the runner 19 .
- the elastomer body 26 has a hardness of at least 50 Shore, preferably 55 Shore to 70 Shore.
- the main body 25 has a thickness D G and the elastomer body 26 has a thickness D E .
- the ratio of the thickness D G of the main body 25 to the thickness D E of the elastomer body 26 is between 1:1 and 1:10, in particular between 1:2.5 and 1:5.
- the pedestals 24 , 32 have a circular horizontal cross-section and the abutment 29 is arranged in the center of the main body 25 , wherein the main body 25 and the elastomer body 26 have matching horizontal cross sections.
- each of the ends of the longitudinal rails 18 arranged underneath the weighting bodies 17 protrudes from the weighting body 17 .
- the ends 35 of the longitudinal rails 18 grip underneath the bottom plate 20 of the runner 19 , where they are screwed to the runners 19 .
- FIG. 11 shows a perspective view of a runner 19 with slots 36 which extend both in a central region in the direction of the guide barrier 1 and in lateral regions transversely to the guide barrier 1 .
- the pedestals 24 are screwed to the threaded bolts 28 in the slots 36 disposed in the lateral regions.
Abstract
A vehicle restraint system for delimiting roadways includes guide barriers (1) which are detachably placed next to each other. Each guide barrier (1) includes a housing-like base body (3) which can be set up on the ground (2) on pedestals (24). A pedestal (24) includes a metal main body (25) and a ground-facing elastomer body (26) connected to the main body (25). The pedestal (24) can be detachably fastened to the main body (3) by way of a connecting element (27), wherein the connecting element (27) interacts with an abutment (29) on the main body (25). In particular, rubber-metal elements or buffers are used as pedestals (24).
Description
- The invention relates to a vehicle restraint system for delimiting roadways according to the features in the preamble of claim 1.
- A vehicle restraint system for delimiting roadways is state-of-the-art according to DE 38 27 030 C2. The vehicle restraint system is formed by a strand of guide barriers placed one after the other. Each guide barrier has a housing-like base body which can be set up on the ground. Typically, a guide rail is arranged above the base body. In the conventional structure, the guide rail and the base body are connected by posts having a sigma-shaped horizontal cross-section.
- DE 199 35 566 A1 also discloses a vehicle restraint system with a base body that can be set up on the ground. Support plates oriented outwardly from the ride-up plates are arranged on the base body. Angle irons which extend in the longitudinal direction of the base body are arranged below the support plates. Several profile bodies which are spaced apart in the longitudinal direction and made of plastic-covered rubber are arranged on the angle irons.
- EP 1 650 353 A2 discloses a concrete wall element for a vehicle restraint system on roadways. Support elements are provided on opposite longitudinal sides in the support region at least partially along the length of the wall element, with the support elements being friction-locked with the wall element. Elastic bearing elements, preferably made of an elastomer, are inserted in the support elements. On one hand, the bearing elements elastically support the wall element, thereby preventing the wall element from being pressed into the ground or foundation, for example an asphalt pavement, when the asphalt pavement becomes hot and soft during the summer. The bearing elements also increase friction which opposes displacement of the wall element during a side impact of the automobile with an increased resistance. This embodiment is complex with respect to manufacture as well as handling.
- In DE 40 32 731 A1, the pedestals arranged underneath the base body are provided with a friction-enhancing, for example at least partially serrated bottom side which grips the roadway. However, this has disadvantages in practical applications depending on the subsurface.
- DE 93 01 089 U1 describes a traffic-guiding barrier made of concrete or reinforced concrete with an upright guide body and support flanks on both sides. The support flanks are constructed as wedge-shaped flanks with ramps leveling of at an acute angle, which are connected with the guide body with a friction lock and a form lock. The impact flanks may be constructed, for example, of rubber.
- DE 195 39 274 C2 discloses a conventional vehicle restraint system with a housing-type base body which is supported on the ground on runners, wherein friction-enhancing means are provided on the bottom sides of the runners.
- In DE 299 08 299 U1, the friction-enhancing means are formed as preferably one-piece shoes made of an elastomer, in particular rubber or polyurethane, which can be connected with the runners and formfittingly surround the runners from undeneath. The shoes are connected with the runners via a one-piece locking pins formed on the shoe, which engage in the recesses in the bottom plate of the runners. However, it has been observed that the locking pin tends to shear off during transverse displacement after an impact. Exchanging and replacing a shoe underneath the runner is relatively complicated.
- Starting from the present state-of-the-art, it is therefore the object of the invention to provide a vehicle restraint system with a high resistance against transverse displacement of the guide rails which is easier to implement.
- The object is solved according to the invention with a vehicle restraint system having the features of claim 1.
- Advantageous embodiments and improvements of the basic concept of the invention are recited in the
dependent claims 2 to 14. - The base body of a guide rail of the vehicle restraint system is set up on the ground on pedestals. According to the invention, the pedestal includes a metallic main body and an elastomer body connected with the main body and facing the ground. The pedestal is detachably fastened on the base body with a connecting element, wherein the connecting element cooperates with an abutment on the main body of the pedestal. Level equalization, in particular with uneven terrain, can be realized with the pedestal and the elastomer body facing the ground. In addition, the elastomer body has a high friction resistance, increasing the friction between the pavement and the vehicle restraint system.
- With the embodiment according to the invention, water can drain from underneath the vehicle restraint system. A separate structural water passages are not required.
- Also advantageous is the detachable attachment of the pedestals on the base body. This allows simple installation and more particularly easy exchange of the pedestals in the event of damage. More particularly, the connecting element is also externally accessible, so that the pedestals can be easily installed and removed.
- The main body and the elastomer body of the pedestals are intimately and fixedly connected with each other, in particular by vulcanization. The metallic surfaces of the main body which are intimately connected with the elastomer during vulcanization ensure reliable force transmission.
- Preferably, the connecting element is a threaded bolt while the abutment is a threaded bore in the main body. The threaded bolt can be screwed from the outside into the threaded bore of the pedestal arranged underneath the base body. Alternatively, the connecting element may be a threaded nut, wherein the abutment is a threaded bolt (stud bolt) on the main body.
- Advantageously, the ratio of the thickness of the base body to the thickness of the elastomer body is between 1:1 and 1:10. Preferably, the ratio of the thickness of the base body to the thickness of the elastomer body is between 1:2.5 and 1:5.
- The pedestals can be manufactured in large quantities. In practice, the base body is made of steel and the elastomer body of rubber. In particular, so-called rubber-metal elements can be used as pedestals. For applications in vehicle restraint systems, rubber-metal elements with an elastomer body having a hardness of at least 50 Shore are particularly suitable. Shore hardness is defined as the resistance against incursion of a body of a predetermined shape under a defined force. The Shore-hardness scale has a range from 0 to 100.
- For practical applications, pedestals also advantageous which have a circular horizontal cross-section, wherein the abutment is arranged in the center of the main body. This simple but pragmatic embodiment ensures compact pedestals with uniform and identical lifting capabilities and stable force transmission on all sides, which particularly withstands the force applied during transverse displacement of the vehicle restraint system following an impact. Advantageously, the main body and the elastomer body have identical horizontal cross sections.
- Advantageously, the pedestals are arranged underneath runners extending transversely underneath the base body. In this embodiment, a corresponding pedestal is arranged on each end section of the runner. The vehicle restraint system is thereby elevated, but more stable due to the level equalization provided by the pedestals. In particular, coupling of the base body or the guide barriers with each other is also easier and more stable with uneven terrain. The pedestals and the resulting higher position of the base body also ensure good water drainage underneath the vehicle restraint system. Additional or separated water passageways are not required.
- The embodiment of a vehicle restraint system according to the invention is particularly advantageous when additional weighting bodies made of, for example, concrete are arranged in the base body. It has been observed that such vehicle restraint system attains a high resistance against transverse displacement, while still having a defined yieldability in the event of an impact.
- Preferably, the runners of the base body have slots arranged transversely to the guide rails. These slots are configured to receive the mounting bolts of the pedestals and realize a first energy dissipation through transverse displace ent of the base body on the slots in the event of a collision with an automobile. The base body hereby slides across the slots until reaching a stop. The pedestals remain in place on the ground during this process. This variant prevents the vehicle occupants from being exposed to impermissibly high forces due to acceleration caused by the coalition. These acceleration forces are measured, for example, by the ASI value (Acceleration Severity Index).
- The invention will be described below in more detail with reference to the drawings, which show in:
-
FIG. 1 a front view on the base body of a guide barrier of a vehicle restraint system; -
FIG. 2 the base body in a longitudinal cross-section taken along the line A-A ofFIG. 1 ; -
FIG. 3 a cross-section through the illustration ofFIG. 2 taken along the line B-B; -
FIG. 4 in a perspective diagram, the end section of the base body of a guide barrier viewed at an angle from below; -
FIG. 5 a vertical cross-section through the base body in the region of a bottom-side runner; -
FIG. 6 in a side view, a runner and a pedestal with mounting means in an exploded diagram; -
FIG. 7 the diagram ofFIG. 6 after installation of the components; -
FIG. 8 a perspective view at an angle from below onto a runner with installed pedestals; -
FIG. 9 in a vertical cross-section a first embodiment of a pedestal; -
FIG. 10 in a vertical cross-section a second embodiment of a pedestal; and -
FIG. 11 a runner in a perspective view with slots. - A vehicle restraint system for delimiting a roadway according to the invention is described with reference to
FIGS. 1 to 5 . The vehicle restraint system is composed of guide rails 1 which are detachably arranged one after the other. Each guide rail has a housing-like base body 3 which can be set up on theground 2, with roof-shaped sloped side ride-upplates 4, 5, acover plate 6 connecting the upper longitudinal edges of the ride-upplates 4, 5, and support plates 7, 8 which extend from thebase body 3 outwardly and are arranged on the lower longitudinal edges of the ride-upplates 4, 5. The edge sections 9 of the support plates 7, 8 are folded slightly downwardly. Each of the ends of thebase body 3 is closed with anend plate 10, 11, whereincoupling elements 12, 13 for connecting thebase bodies 3 with each other in the longitudinal direction are arranged on theend plates 10, 11. The coupling elements are formed, on one hand, by insertion pockets 12 and, on the other hand, byinsertion brackets 13 configured to engage with one another. - Above the
base body 3, an unillustrated guide barrier may be installed directly vertically on thebase body 3 or with a spacing from thebase body 3 by using tension rods in form of threaded rods. The tension rods are inserted into thebase body 3 through the guide rail and through thecover plate 6, where they are tensioned in anabutment 14 consisting of anabutment plate 15 and a threadednut 16 disposed in thebase body 3. - To enhance the stability and the resistance against transverse displacement in the event of an impact, the
base body 3 can be weighted down. For this purpose,weighting bodies 17 can be positioned in thebase body 3. Theweighting bodies 17 of made, in particular, from concrete and are arranged on ground-facing longitudinal rails 18. - As shown particularly in
FIGS. 4 and 5 ,runners 19 oriented transversely to the longitudinal extent of thebase body 3 are installed underneath thebase body 3. Eachrunner 19 has ahorizontal bottom plate 20 and vertically upwardly orientedsidewalls 21. Therunners 19 extend in the transverse direction underneath the base body across its width. Apedestal 24 is mounted underneath therunners 19 on eachend section 22, 23 of the runner 19 (FIG. 8 ). - Rubber-metal elements are used as pedestal 24 (see also
FIG. 9 ) which have a metallic circular plate-shapedmain body 25 made of steel and a ground-facingelastomer body 26 made of a rubber which is fixedly fastened to themain body 25. As more particularly shown inFIGS. 6 and 7 , thepedestals 24 are detachably attached underneath the runners with connecting elements 37. The connectingelement 27 includes a threadedbolt 28 which cooperates with anabutment 29 in form of a threadedbore 30 on themain body 25. For this purpose, the threadedbolt 28 is screwed from above through theconcrete plate 20 into the threaded bore 30 on themain body 25 of thepedestal 24 and incorporates awasher 31. - Another embodiment of a
pedestal 32 is illustrated inFIG. 10 . Theabutment 29 on themain body 25 is here formed by a threadedbolt 33 projecting upwardly from themain body 25. In this case, the connectingelement 27 is a (schematically indicated) threadednut 34, which is screwed on the threadedbolt 33 from above and tensions thepedestal 32 with thebase body 3 or therunner 19. - The
elastomer body 26 has a hardness of at least 50 Shore, preferably 55 Shore to 70 Shore. - The
main body 25 has a thickness DG and theelastomer body 26 has a thickness DE. The ratio of the thickness DG of themain body 25 to the thickness DE of theelastomer body 26 is between 1:1 and 1:10, in particular between 1:2.5 and 1:5. - As can be seen, the
pedestals abutment 29 is arranged in the center of themain body 25, wherein themain body 25 and theelastomer body 26 have matching horizontal cross sections. - As can be further seen from
FIGS. 2 , 4 and 5, each of the ends of thelongitudinal rails 18 arranged underneath theweighting bodies 17 protrudes from theweighting body 17. The ends 35 of thelongitudinal rails 18 grip underneath thebottom plate 20 of therunner 19, where they are screwed to therunners 19. -
FIG. 11 shows a perspective view of arunner 19 withslots 36 which extend both in a central region in the direction of the guide barrier 1 and in lateral regions transversely to the guide barrier 1. Thepedestals 24 are screwed to the threadedbolts 28 in theslots 36 disposed in the lateral regions. -
- 1 Guide barrier
- 2 Ground
- 3 Base body
- 4 Ride-up plate
- 5 Ride-up plate
- 6 Cover plate
- 7 Support plate
- 8 Support plate
- 9 Edge section
- 10 End plate
- 11 End plate
- 12 Coupling element
- 13 Coupling element
- 14 Abutment
- 15 Abutment plate
- 16 Threaded nut
- 17 Weighting body
- 18 Longitudinal rail
- 19 Runner
- 20 Bottom plate
- 21 Sidewall
- 22 End section
- 23 End section
- 24 Pedestal
- 25 Main body
- 26 Elastomer body
- 27 Connecting element
- 28 Threaded bolt
- 29 Abutment
- 30 Threaded bore
- 31 Washer
- 32 Pedestal
- 33 Threaded bolt
- 34 Threaded nut
- 35 End of 18
- 36 Slot
- DG Thickness of 25
- DE Thickness of 26
Claims (15)
1.-14. (canceled)
15. A vehicle restraint system for delimiting roadways, comprising:
guide barriers which are detachably placed one after another, each guide barrier comprising a housing-shaped base body constructed to be set up on a ground surface, and
a pedestal comprising a metallic main body and a ground-surface-facing elastomer body connected to the metallic main body and an abutment, said pedestal constructed for detachable attachment to the base body with a connecting element cooperating with the abutment on the main body.
16. The vehicle restraint system of claim 15 , wherein the main body and the elastomer body are fixedly connected with each other.
17. The vehicle restraint system of claim 15 , wherein the connecting element is a threaded bolt and the abutment is a threaded bore disposed in the main body.
18. The vehicle restraint system of claim 15 , wherein the connecting element is a threaded nut and the abutment is a threaded bolt disposed in the main body.
19. The vehicle restraint system of claim 15 , wherein the main body has a thickness and the elastomer body has a thickness, wherein a ratio of the thickness of the main body to the ratio of the thickness of the elastomer body is between 1:1 and 1:10.
20. The vehicle restraint system of claim 19 , wherein the ratio of the thickness of the main body to the ratio of the thickness of the elastomer body is between 1:2.5 and 1:5.
21. The vehicle restraint system of claim 15 , wherein the main body is made of steel.
22. The vehicle restraint system of claim 15 , wherein the elastomer body is made of rubber.
23. The vehicle restraint system of claim 15 , wherein the elastomer body has a hardness of at least 50 Shore.
24. The vehicle restraint system of claim 15 , wherein the pedestal has a circular horizontal cross-section and the abutment is arranged in a center of the main body.
25. The vehicle restraint system of claim 15 , wherein the main body and the elastomer body have matching horizontal cross sections.
26. The vehicle restraint system of claim 15 , further comprising runners extending in a transverse direction underneath the base body wherein the pedestal is arranged underneath a runner.
27. The vehicle restraint system of claim 15 , further comprising at least one weighting body is arranged in the base body.
28. The vehicle restraint system of claim 26 , wherein the pedestal is mounted on a slot of the runner.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009021810A DE102009021810A1 (en) | 2009-05-18 | 2009-05-18 | Vehicle restraint system |
DE102009021810.6 | 2009-05-18 | ||
PCT/DE2009/001468 WO2010133191A1 (en) | 2009-05-18 | 2009-10-21 | Vehicle restraint system |
Publications (1)
Publication Number | Publication Date |
---|---|
US20120037865A1 true US20120037865A1 (en) | 2012-02-16 |
Family
ID=41818388
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/264,304 Abandoned US20120037865A1 (en) | 2009-05-18 | 2009-10-21 | Vehicle restraint system |
Country Status (6)
Country | Link |
---|---|
US (1) | US20120037865A1 (en) |
EP (1) | EP2286033B1 (en) |
DE (1) | DE102009021810A1 (en) |
ES (1) | ES2553756T3 (en) |
WO (1) | WO2010133191A1 (en) |
ZA (1) | ZA201102186B (en) |
Cited By (2)
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US20200173122A1 (en) * | 2016-12-16 | 2020-06-04 | Laura Metaal Holding B.V. | Barrier Element and Support Structure for Use in a Barrier Element |
US10961675B2 (en) * | 2016-12-16 | 2021-03-30 | Laura Metaal Holding B.V. | Traffic barrier and mounting assembly |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016118398B4 (en) * | 2016-09-28 | 2020-02-06 | Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG | Vehicle restraint system |
AU2018200202A1 (en) * | 2018-01-10 | 2019-07-25 | Saferoads Pty Ltd | A barrier |
DE102019106433A1 (en) * | 2019-03-13 | 2020-09-17 | Horst Luther | Stand element for a restraint element and a restraint system for traffic safety on traffic routes |
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2009
- 2009-05-18 DE DE102009021810A patent/DE102009021810A1/en not_active Ceased
- 2009-10-21 ES ES09774618.4T patent/ES2553756T3/en active Active
- 2009-10-21 WO PCT/DE2009/001468 patent/WO2010133191A1/en active Application Filing
- 2009-10-21 US US13/264,304 patent/US20120037865A1/en not_active Abandoned
- 2009-10-21 EP EP09774618.4A patent/EP2286033B1/en active Active
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2011
- 2011-03-24 ZA ZA2011/02186A patent/ZA201102186B/en unknown
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US6474904B1 (en) * | 2001-09-24 | 2002-11-05 | Barrier Systems, Inc. | Traffic barrier with liquid filled modules |
US7523715B2 (en) * | 2003-12-16 | 2009-04-28 | Plastic Safety Systems, Inc. | Portable sign and barricade assemblies and plastic molded uprights and light and flag mounts therefor |
US20080067484A1 (en) * | 2004-08-04 | 2008-03-20 | Antonio Amengual Pericas | Lateral Impact Containment System for Vehicles, With High Energy Absorption and Containment Capacity |
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US20200173122A1 (en) * | 2016-12-16 | 2020-06-04 | Laura Metaal Holding B.V. | Barrier Element and Support Structure for Use in a Barrier Element |
US10844560B2 (en) * | 2016-12-16 | 2020-11-24 | Laura Metaal Holding B.V. | Barrier element and support structure for use in a barrier element |
US10961675B2 (en) * | 2016-12-16 | 2021-03-30 | Laura Metaal Holding B.V. | Traffic barrier and mounting assembly |
Also Published As
Publication number | Publication date |
---|---|
EP2286033B1 (en) | 2015-10-07 |
DE102009021810A1 (en) | 2010-11-25 |
EP2286033A1 (en) | 2011-02-23 |
ZA201102186B (en) | 2012-04-25 |
ES2553756T3 (en) | 2015-12-11 |
WO2010133191A1 (en) | 2010-11-25 |
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Owner name: HEINTZMANN SICHERHEITSSYSTEME GMBH & CO. KG, GERMA Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:VON LINSINGEN-HEINTZMANN, BARBARA;LASS, HORST;KLEIN, WALTER;AND OTHERS;REEL/FRAME:027057/0933 Effective date: 20110419 |
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