WO2020128567A1

WO2020128567A1 - Crash element

Info

Publication number: WO2020128567A1
Application number: PCT/IB2018/060183
Authority: WO
Inventors: Timothy MESSELIS
Original assignee: Guardiar Europe Bvba
Priority date: 2018-12-17
Filing date: 2018-12-17
Publication date: 2020-06-25
Also published as: EP3899143A1

Abstract

A crash element (1) for absorbing impacts of vehicles that move according to a driving direction (A), wherein the crash element (1) comprises an upright extending main beam (2), wherein the main beam (2) comprises one or several upright extending outer surfaces (3a, 3b, 3c, 3d) which form at least a front part (3a), a first and a second side part (3b, 3c) and a rear part (3d) of the main beam (2), wherein the crash element (1) comprises a first and a second support beam (4a, 4b) to support the main beam (2), wherein the first support beam (4a) is connected to the main beam (2) at the height of the front part (3a) and wherein the second support beam (4b) is connected to the main beam (2) at the height of the rear part (3d), and wherein the connection of the first support beam (4a) to the main beam (2) is located at a lower height than the connection of the second support beam (4b) to the main beam (2), wherein the longitudinal direction (B) of the main beam (2) is provided to form an angle (α) with the driving direction (A) of between 45° and 85° and the main beam (2) leans upon the first support beam (4a).

Description

CRASH ELEMENT

The present invention relates to a crash element for absorbing impacts of vehicles that move according to a driving direction, wherein the crash element comprises an upright extending elongated main beam, wherein the main beam comprises one or several upright extending outer surfaces which form at least a front part, a first and a second side part and a rear part of the main beam, wherein the crash element comprises a first and a second support beam to support the main beam, wherein the first support beam is connected to the main beam at the height of the front part and wherein the second support beam is connected to the main beam at the height of the rear part, and wherein the connection of the first support beam to the main beam is located at a lower height than the connection of the second support beam to the main beam.

Such crash elements are used to prevent vehicles to enter certain areas. These crash elements are often used to close off shopping streets, car-free areas in city centers, market places, etc. for vehicles. The known crash elements are large objects which are considered by many to be log, unattractive and little esthetical. Another disadvantage with the known crash elements, is that relatively big holes need to be dug out to install these crash elements and lots of concrete is needed to sufficiently embed them in the ground.

It is therefore an object of the invention to provide a crash element which is still able to stop vehicles and absorb impacts of vehicles, but which requires less space and which can be more easily installed.

The object of the invention is achieved by providing a crash element for absorbing impacts of vehicles that move according to a driving direction, wherein the crash element comprises an upright extending elongated main beam, wherein the main beam comprises one or several upright extending outer surfaces which form at least a front part, a first and a second side part and a rear part of the main beam, wherein the crash element comprises a first and a second support beam to support the main beam, wherein the first support beam is connected to the main beam at the height of the front part and wherein the second support beam is connected to the main beam at the height of the rear part, and wherein the connection of the first support beam to the main beam is located at a lower height than the connection of the second support beam to the main beam, and wherein the longitudinal direction of the main beam is provided to form an angle with the driving direction of between 45° and 85° and the main beam leans upon the first support beam.

Such crash elements are used to close of shopping streets, car-free areas in city centers, market places, etc. The crash element can be placed upon the ground surface or a part of the crash element can be embedded in the ground such that a lower part of the crash element extends below the ground surface and an upper part of the crash element extends above the ground surface. Preferably, such crash elements are placed upon the surface of an excavated ditch, such that a lower part of the crash element is located under the ground surface and an upper part of the crash element is located above the ground surface. By embedding a lower part of the crash element in the ground, the crash element is well anchored in the ground and can withstand greater impact forces. Even more preferably such a ditch is filled up with concrete, such that the lower part of the crash element is embedded in concrete and the crash element is provided with a strong foundation. The ground surface is here then for example a road surface, a surface of a market place, a surface of a pavement, etc. Vehicles that want to pass the crash element will thus drive upon the ground surface. Therefore the driving direction will extend substantially parallel to the ground surface. Here the feature ‘the longitudinal direction of the main beam is provided to form an angle with the driving direction of between 45° and 85°’ could thus be replaced by the feature ‘the longitudinal direction of the main beam is provided to form an angle with the ground surface of between 45° and 85°’. When the ground surface extends horizontal, the longitudinal direction of the main beam will then form an angle with the vertical direction of between 5° and 45°. The crash element is provided to be placed upon a surface, and more preferably to be placed upon a surface of an excavated ditch/hole such that a lower part of the crash element is located under the ground surface, thus underground. The lower part of the crash element can be embedded in the ground as such and/or a binder such as concrete could be used. This crash element could also be placed at a location where the ground surface has a (slight) slope.

Preferably this crash element will have a base plate upon which the said beams rest, wherein this base plate is then provided to extend substantially parallel to the driving direction, thus substantially parallel to the ground surface, such that the longitudinal direction of the main beam forms an angle with the base plate of between 45° and 85°. Here the feature‘the longitudinal direction of the main beam is provided to form an angle with the driving direction of between 45° and 85°’ could thus be replaced by the feature‘the longitudinal direction of the main beam is provided to form an angle with the base plate of between 45° and 85°’.

The main beam does not extend according to a direction which is perpendicular to the driving direction of a vehicle. The main beam is here thus tilted towards vehicles which want to crash into the crash element.

The main beam leans upon the first support beam, which is connected to the front part of the main beam. The main beam is thus tilted forwardly. This means that when the ground surface substantially extends according to a plane, a sharp angle between the ground surface and the front part of the main beam is present. These crash elements are specifically meant to prevent vehicles to drive past such a crash element. The front part of the main beam is normally situated on the side where the vehicles must be stopped. This means that when a vehicle crashes into crash element, the vehicle will directly or indirectly exert a force upon the front part of the main beam. This is possible since the connection of the first support beam to the main beam is located at said lower height and therefore will not hinder the vehicle from exerting a force upon the front part of the main beam when it crashes into the front of the crash element. The first and second support beam will help to keep the main beam more or less in its position when a vehicle crashes into the crash element. The first support beam is connected to the main beam at the height of the front part and the second support beam is connected to the main beam at the height of the rear part such that the first and the second support beam extend opposite each other and extend on both sides of the main beam. When a vehicle crashes upon the front of the crash element, the second support beam will prevent or will at least limit a backward movement of the main beam by exerting a pushing force upon the main beam which is directed forwardly and the first support beam will prevent or will at least limit a backward movement of the main beam by exerting a pulling force upon the main beam which is directed forwardly. Further because the main beam forms said angle and the main beam leans upon the first support beam, the forces exerted by the vehicle will be better directed into the ground and the vehicle is, as it were, pushed down and cannot pass the crash element. This ensures that the people which are behind the crash element are well protected.

The crash element has a simple construction and does not take up too much volume. Since the main beam is here well supported by the support beams and because of the position of the main beam, forces exerted by a crashing vehicles can be well absorbed and directed into the ground. This implies that it is not necessary that a large part of the crash element is embedded and/or located underground to provide a crash element with sufficient strength. This means that it is not necessary to excavate big ditches to install the crash element and the placement of this crash element is relatively easy. If concrete is used to fill up the ditch, one does not have provide much concrete since the ditch can be made small and shallow.

Because of its small volume, it is also easy to provide in a cover element to cover up the elements of the crash element which provide the crash element with its necessary strength, such as the said beams. These elements are often not considered to be esthetical. The cover element can be a box which is open at the bottom such that it can easily surround the part of the beams, and other parts of the crash element which provide strength if present, which are located aboveground. The cover element can be seen as part of the crash element or the cover element can be seen as a separate element.

Preferably the support beams are longitudinal elements. Further preferably the angle between the longitudinal direction of the main beam and the longitudinal direction of the second support beam is located between 30° and 70°, more preferably between 40° and 60°. Also further preferably the angle between the longitudinal direction of the main beam and the longitudinal direction of the first support beam is located between 20° and 60°, more preferably between 30° and 50°. With such angles a very compact crash element is obtained which is able to withstand impact forces.

Preferably a lower part of the crash element is provided to be embedded in the ground with the aid of a binder such as concrete. This ensures that the crash element is firmly embedded in the ground and can well withstand forces acting upon it.

In a preferred embodiment the main beam comprises a first upright extending surface which forms the said front part and a second upright extending surface located opposite the first surface which forms the said rear part, wherein the first surface and the second surface extend substantially parallel to each other. Here the first and the second support beam are then preferably aligned such that a possible backward movement of the main beam, when a vehicle crashes upon the front of the crash element, is well countered. Further preferably, the main beam has a rectangular shaped, or more specifically a square shaped, cross section over substantially its entire length. The main beam has than a third upright extending surface and a forth upright extending surface which respectively form the first and the second side part.

Preferably the longitudinal direction of the main beam is provided to form an angle with the driving direction of between 65° and 82°, preferably of between 70° and 80°. With such an angle, forces acting upon the crash element are well absorbed and directed into the ground.

In a preferred embodiment the crash element comprises a base plate, wherein the main beam and the said support beams rest upon the base plate and are connected to the base plate. With the aid of a plate, one can easily place the crash element upon a surface, even if this surface is not entirely flat. Preferably this base plate is provided to extend substantially parallel to the ground surface. This base plate can be placed upon the ground surface and be fastened to the ground surface. However, in a preferred embodiment, the base plate is placed upon the surface of an excavated ditch such that part of the crash element is anchored in the ground. This base plate further helps to keep the beams in place and will also aid with the guiding of forces into the ground. With the aid of such a base plate, a stronger crash element is obtained. Preferably a first end part of each support beam is connected to the main beam, while a second end part, which lies opposite the first end part, of each support beam is connected to the base plate. Also preferably an end part of the main beam is connected to the base plate. The beams and the base plate are preferably made out of metal and more preferably the beams are welded to the base plate.

Further preferably the base plate extends according to a plane, wherein the longitudinal direction of the main beam forms an angle with the plane of between 45° and 85° and wherein the front part forms a sharp angle with the said plane. Here one can easily place said crash element upon a surface in such a way that the longitudinal direction of the main beam forms an angle of between 45° and 85° with the driving direction, since one here simple has to place the crash element in such a way that the base plate extends substantially parallel to the ground surface.

Even more preferably each support beam comprises a first end part and a second end part which lies opposite the first end part, wherein the first end part is connected to the main beam and the second end part is connected to the base plate.

In a preferred embodiment the main beam has the shape of an oblique rectangular prism. An oblique rectangular prism is a prism formed by 4 rectangles and two parallelograms. With the aid of such a beam one can easily make a crash element of which the longitudinal direction of the main beam is provided to form an angle of between 45° and 85° with the driving direction of a vehicle. Such a main beam can be connected to a said base plate in an easy manner. In a very preferred embodiment the crash element comprises a third support beam to further support the main beam, wherein this third support beam is connected to the main beam at the height of the rear part and at a location below the second support beam such that this third support beam extends beneath the second support beam. With the aid of this third support beam, the main beam is even better held in place when a vehicle crashes into the crash element at the height of the front part of the crash element. Here both the second support beam and the third support beam will prevent or at least hinder the backwards movement of the main beam. Preferably the connection of the first support beam to the main beam is located at a lower height then the connection of the third support beam to the main beam.

Further preferably the third support beam substantially lies against the second support beam.

The second support beam is preferably connected to the main beam at the height of a top part of the main beam. Since the second support beam is connected to the main beam at a relative great height, it is very suitable to prevent or at least limit the backward tilting of the main beam, when a vehicle crashes into the crash element at the height of the front part.

Preferably, the first support beam is connected to the main beam at a location which is located at the lower half of the main beam. Here the first support beam does not form an obstacle for a vehicle which crashes into the crash element, such that forces exerted by said vehicle will first act upon the main beam.

In a preferred embodiment the main beam encloses an interior space and the main beam comprises an opening through which this interior space is accessible from the outside. The main beam is thus not a solid beam, such that the amount of material and the weight of the beam is limited. Further, because of the accessible interior space, material, such as concrete, can be provided in the interior space to provide additional strength to the crash element. When the lower part is embedded in concrete, by for example placing the crash element in a ditch and filling up this ditch with concrete, one can also easily fill up at least part of the interior space of the main beam.

Further preferably this opening opens at a top part of the main beam. Here one can easily fill up almost the entire interior space with a material such as concrete to provide additional strength to the crash element.

Also further preferably the first support beam comprises an interior space and an opening through which the interior space of the first support beam is accessible, wherein at the height of the connection between the first support beam and the main beam, the main beam comprises an opening which gives access to the interior space of the main beam, and wherein the said opening of the first support beam is located next to the last mentioned opening of the main beam such that the interior space of the first support beam is in direct contact with the interior space of the main beam. During the filling up of the interior space of the main beam with a filling material, such as concrete, to provide additional strength to the crash element, the interior space of the first support beam will also fill up with the filling material since the said interior spaces are in direct contact with each other. In a specific embodiment the first support beam can have the shape of a closed profile, such that the first support beam comprises said interior space and two openings which extend on opposite sides according to the longitudinal direction of the first support beam through which the interior space of the first support beam is accessible, wherein one of said two openings is the said opening located next to the last mentioned opening of the main beam.

Also further preferably the second support beam comprises an interior space and an opening through which the interior space of the second support beam is accessible, wherein at the height of the connection between the second support beam and the main beam, the main beam comprises an opening which gives access to the interior space of the main beam and wherein the said opening of the second support beam is located next to the last mentioned opening of the main beam such that the interior space of the second support beam is in direct contact with the interior space of the main beam. During the filling up of the interior space of the main beam with a filling material, such as concrete, to provide additional strength to the crash element, the interior space of the second support beam can also fill up with the filling material since the said interior spaces are in contact with each other. In a specific embodiment the second support beam can have the shape of a closed profile, such that the second support beam comprises said interior space and two openings which extend on opposite sides according to the longitudinal direction of the second support beam through which the interior space of the second support beam is accessible, wherein one of said two openings is the said opening located next to the last mentioned opening of the main beam.

Also further preferably, in the embodiment with the said third support beam, the second support beam and the third support beam each comprise an interior space, wherein the second support beam comprises a contact surface which at least partly delimits the interior space of the second support beam and the third support beam comprises a contact surface which at least partly delimits the interior space of the third support beam, wherein said contact surfaces lie against each other, and wherein, at the height of where these contact surfaces lie against each other, these contact surfaces each comprise one or several corresponding openings such that the interior spaces of the second and the third support beam are in direct contact with each other. With the aid of the said openings the interior spaces of the second and the third support beam can easily be filled with a filling material such as concrete. Preferably, at the height of the connection between the third support beam and the main beam, the main beam comprises an opening such that the interior space of the third support beam is in direct contact with the interior space of the main beam. The filling material, such as concrete, can then form one strong whole. In a specific embodiment the second support beam and the third support beam have the shape of a closed profile such that they each comprise an interior space and two openings which extend on opposite sides according to their longitudinal direction, wherein the second support beam comprises said contact surface and the third support beam comprises said contact surface, wherein said contact surfaces lie against each other, wherein these contact surfaces each comprise one or several said corresponding openings such that the interior spaces of the second and the third support beams are in direct contact with each other. Preferably the third support beam lies against the second support beam over its entire length.

In a preferred embodiment the crash element comprises a reinforcement bar for strengthening the crash element, wherein this reinforcement bar is directly connected to the main beam and the said support beams and wherein said reinforcement bar is provided to substantially extend according to the driving direction. A said reinforcement bar additionally connects the said beams to each other such that forces acting upon the crash element can be better withstood, absorbed and passed along to the ground. Preferably, if a said third support beam is present, the said reinforcement bar is also directly connected to the third support beam.

Further preferably the crash element comprises two said reinforcement bars, wherein one of the said two reinforcement bars is connected to the main beam at the height of the first side part of the main beam and the other of the said two reinforcement bars is connected to the main beam at the height of the second side part of the main beam. With the aid of two reinforcement bars on both sides of the main beam, a strong crash element is obtained. Even more preferably, the crash element comprises connecting bars which connect the two said reinforcement bars to each other.

In very preferred embodiment the crash element comprises a lower part which is provided to extend substantially underground and an upper part which is provided to extend substantially aboveground in installed state of the crash element. Since the lower part of the crash element is located underground, thus under the ground surface in installed state of the crash element, the crash element is firmly anchored in the ground and can withstand relatively great impact forces. Preferably the lower part is provided to be embedded in concrete or a similar substance. Also preferably the main beam contains a lower portion and an upper portion wherein the lower portion is part of the said lower part and the upper portion is part of the said upper part. Also preferably the first support beam contains a lower portion and an upper portion wherein the lower portion is part of the said lower part and the upper portion is part of the said upper part. Preferably the second support beam contains a lower portion and an upper portion wherein the lower portion is part of the said lower part and the upper portion is part of the said upper part. If a third support beam is present, the third support beam preferably contains a lower portion and an upper portion wherein the lower portion is part of the said lower part and the upper portion is part of the said upper part. Because said support beams have an upper portion which is located aboveground, forces which act upon the main beam can be well passed to the said support beams and then can well be absorbed into the ground. If a base plate is present, the base plate preferably is part of the lower part. If a said reinforcement bar is present, preferably said reinforcement bar is part of the lower part.

Further preferably the lower part of the crash element comprises passages through which reinforcement steel is placeable. If the lower part is embedded in concrete, one can place reinforcement steel trough said passages and with this strengthen the concrete and thus provide the crash element with more strength.

In a very preferred embodiment the said support beams are welded to the main beam and the crash element comprises preferably at least one connecting plate that is welded to both the main beam and the second support beam to further strengthen the connection between the second support beam and the main beam. By welding the support beams to the main beam, a strong connection between these beams is obtained as such ensuring a good transfer of forces and ensuring that the connection does not break when a vehicle crashes into the crash element. If a base plate is present, the beams are preferably welded to said base plate. Said connecting plate is preferably also welded to the third support beam, if said third support beam is present.

The present invention is now explained in greater detail below with reference to the following detailed description of some preferred embodiments of a crash element according to the present invention. The aim of this description is solely to give illustrative examples and indicate further advantages and particularities and thus cannot be interpreted as a limitation of the field of application of the invention or of the patent rights claimed in the claims.

In this detailed description, reference is made by means of reference numerals to the appended drawings, wherein

- figure 1 is a perspective view of a crash element according to the invention;

- figure 2 is a side view of the crash element shown in figure 1;

- figure 3 is a perspective view of the crash element shown in figure 1 of which a lower part is embedded in concrete;

- figure 4 is a side view of the crash element embedded in concrete as shown in figure 3;

- figure 5 is a detailed view of figure 1;

- figure 6 is another perspective view of the crash element shown in figure 1;

- figure 7 is another side view of the crash element shown in figure 1.

In the figures one embodiment of a crash element (1) according to the invention is shown. Off course other embodiments are possible.

The crash element (1) is used to prevent vehicles to enter certain areas. For example it can be used to close off shopping streets, car-free areas in city centers, market places, etc. for vehicles. For this the crash element (1) is installed at the height of a road, a pavement, etc. The crash element (1) can be placed upon the ground surface, but preferably a ditch is excavated and the crash element (1) is placed upon the surface of the ditch such that a lower part of the crash element (1) is located below the ground surface and an upper part of the crash element (1) is located above the ground surface. Preferably the ditch is filled up with concrete (12) such that the lower part of the crash element (1) is embedded in concrete (12). In figures 3 and 4 the crash element (1), with its lower part embedded in concrete (12), is shown. The crash element (1) comprises a base plate (5), a main beam (2), three support beams (4a, 4b, 4c), two reinforcement bars (8a, 8b), three connecting bars (11) and two connecting plates (10).

The said beams (2, 4a, 4b, 4c) are all longitudinal elements with a lower and an upper end part which extend on opposite sides. The lower end part of each beam (2, 4a, 4b, 4c) is welded to the base plate (5).

The main beam (2) has the shape of a of an oblique rectangular prism and the longitudinal direction (B) of the main beam (2) forms an angle (a) of between 70° and 80° with the base plate (5). The base plate (5) is provided to extend parallel to the ground surface. Since vehicles drive upon the ground surface and thus according to a driving direction (A) which is parallel to the ground surface, the longitudinal direction (B) forms an angle (a) of between 70° and 80° with the ground surface. The main beam (2) has the shape of a closed profile, such that is has an interior space (6) and at least two opposing openings located at a respective end part. Since the lower end part of the main beam (2) is welded to the base plate (5), the interior space (6) is only accessible from the outside with the said opening located at the upper end part of the main beam (2). The main beam (2) has four upright extending outer surfaces (3a, 3b, 3c, 3d) namely a front surface (3a), two side surfaces (3b, 3c) and a rear surface (3d). The crash element (1) is provided to be orientated as such that the front surface (3a) is located at the side where a vehicle will normally come into the contact with the crash element (1) when it crashes into the crash element (1).

Each support beam (4a, 4b, 4c) has the shape of a closed profile such that they have an interior space and at least two opposing opening which give access to said interior space. A first support beam (4a) is welded with its upper end part to the front surface (3a) of the main beam (2). A second support beam (4b) and a third support beam (4c) are welded with their upper end part to the rear surface (3d) of the main beam (2) in such a way that the second support beam (4b) extends above the third support beam (4c) and the second and the third support beam (4b, 4c) lean against each other. The length of the second support beam (4b) is greater than the length of the third support beam (4c) and the length of the third support beam (4c) is greater than the length of the first support beam (4a). The height of the connection of the first support beam (4a) to the main beam (2) is less than the height of the connection of the third support beam (4c) to the main beam (2). Since the third support beam (4c) is located below the second support beam (4b), the height of the connection of the third support beam (4c) to the main beam (2) is less than the height of the connection of the second support beam (4b) to the main beam (2).

The angle between the longitudinal direction (B) of the main beam (2) and the longitudinal direction of the first support beam (4a) is approximately 35°. The longitudinal directions of the second and the third support beam (4b, 4c) extend parallel to each other and the angle between the longitudinal direction (B) of the main beam (2) and the longitudinal direction of the second support beam (4b) is approximately 50°.

The connections between the main beam (2) and the second and third support beam (4b, 4c) are reinforced with the aid of two connecting plates (10), which are each welded to all said beams (2, 4b, 4c) at the height of the respective side surfaces (3b, 3c) of the main beam (2).

The lower part of the crash element (1) which is provided to be embedded in concrete (12), and which is thus not visible in figures 3 and 4, comprises the two said reinforcement bars (8a, 8b) and the connecting bars (11). The reinforcement bars (8a, 8b) are each welded to all the said beams (2, 4a, 4b, 4c) in such a way that the reinforcement bars (8a, 8b) are provided to extend according to the driving direction (A) and to lie against a respective side surface (3b, 3c) of the main beam (2). The connecting bars (11) each connect the reinforcement bars (8a, 8b) and are provided to extend according to a direction perpendicular to the driving direction (A). The lower part of the crash element (1) comprises passages (9) through which reinforcement steel can be placed. The lower part of the crash element (1) is provided to be embedded in concrete (12) and reinforcement steel can strengthen the concrete (12).

At the height of the connection between the main beam (2) and the support beams (4a, 4b, 4c), the main beam (2) comprises openings (7) such that the interior space (6) of the main beam (2) is in direct contact with the interior spaces of the support beams (4a, 4b, 4c). The second and the third support beam (4b, 4c) lie against each other such that they each have a contact surface which contact each other. These contact surfaces have corresponding openings such that the interior spaces of the second and the third support beam (4b, 4c) are in direct contact with each other.

When installing the crash element (1), the strength of the crash element (1) is further increased by pouring concrete (12) into the opening of the main beam (2) located at the upper end part of the main beam (2), thus into the interior space (6) of the main beam (2). Because all the above mentioned interior spaces (6) are in contact with each other, all the interior spaces (6) then get filled up with concrete (12).

The upper part of the crash element (1) is located above the ground surface and is thus visible after the installation of the crash element (1). In a preferred embodiment a cover element is provided to cover up this upper part.

Claims

1. A crash element (1) for absorbing impacts of vehicles that move according to a driving direction (A), wherein the crash element (1) comprises an upright extending elongated main beam (2), wherein the main beam (2) comprises one or several upright extending outer surfaces (3a, 3b, 3c, 3d) which form at least a front part (3a), a first and a second side part (3b, 3c) and a rear part (3d) of the main beam (2), wherein the crash element (1) comprises a first and a second support beam (4a, 4b) to support the main beam (2), wherein the first support beam (4a) is connected to the main beam (2) at the height of the front part (3 a) and wherein the second support beam (4b) is connected to the main beam (2) at the height of the rear part (3d), and wherein the connection of the first support beam (4a) to the main beam (2) is located at a lower height than the connection of the second support beam (4b) to the main beam (2), characterized in that the longitudinal direction (B) of the main beam (2) is provided to form an angle (a) with the driving direction (A) of between 45° and 85° and the main beam (2) leans upon the first support beam (4a).

2. A crash element (1) according to claim 1, characterized in that the main beam (2) comprises a first upright extending surface (3a) which forms the said front part (3a) and a second upright extending surface (3d) located opposite the first surface (3a) which forms the said rear part (3d), wherein the first surface (3a) and the second surface (3d) extend substantially parallel to each other.

3. A crash element (1) according to claim 1 or 2, characterized in that the longitudinal direction (B) of the main beam (2) is provided to form an angle (a) with the driving direction (A) of between 65° and 82°, preferably of between 70° and 80°.

4. A crash element (1) according to any of the preceding claims, characterized in that the crash element (1) comprises a base plate (5), wherein the main beam (2) and the said support beams (4a, 4b) rest upon the base plate (5) and are connected to the base plate (5).

5. A crash element (1) according to claim 4, characterized in that the base plate (5) extends according to a plane, wherein the longitudinal direction (B) of the main beam (2) forms an angle with the plane of between 45° and 85° and wherein the front part (3a) forms a sharp angle with the said plane.

A crash element (1) according to claim 4 or 5, characterized in that each support beam (4a, 4b) comprises a first end part and a second end part which lies opposite the first end part, wherein the first end part is connected to the main beam (2) and the second end part is connected to the base plate (5).

7. A crash element (1) according to any of the preceding claims, characterized in that the main beam (2) has the shape of an oblique rectangular prism.

8. A crash element (1) according to any of the preceding claims, characterized in that the crash element (1) comprises a third support beam (4c) to further support the main beam (2), wherein this third support beam (4c) is connected to the main beam (2) at the height of the rear part (3d) and at a location below the second support beam (4b) such that this third support beam (4c) extends beneath the second support beam (4b).

9. A crash element (1 ) according to claim 8, characterized in that the third support beam (4c) substantially lies against the second support beam (4b).

10. A crash element (1) according to any of the preceding claims, characterized in that the second support beam (4b) is connected to the main beam (2) at the height of a top part of the main beam (2).

11. A crash element (1) according to any of the preceding claims, characterized in the first support beam (4a) is connected to the main beam (2) at a location which is located at the lower half of the main beam (2).

12. A crash element (1) according to any of the preceding claims, characterized in that the main beam (2) encloses an interior space (6) and in that the main beam (2) comprises an opening through which this interior space (6) is accessible from the outside.

13. A crash element (1) according to claim 12, characterized in that this opening opens at a top part of the main beam (2).

14. A crash element (1) according to claim 12 or 13, characterized in that the first support beam (4a) comprises an interior space and an opening through which the interior space of the first support beam (4a) is accessible, wherein at the height of the connection between the first support beam (4a) and the main beam (2), the main beam (2) comprises an opening which gives access to the interior space (6) of the main beam (2) and wherein the said opening of the first support beam (4a) is located next to the last mentioned opening of the main beam (2) such that the interior space of the first support beam (4a) is in direct contact with the interior space (6) of the main beam (2).

15. A crash element (1) according to any of the claims 12 to 14, characterized in that the second support beam (4b) comprises an interior space and an opening through which the interior space of the second support beam (4b) is accessible, wherein at the height of the connection between the second support beam (4b) and the main beam (2), the main beam (2) comprises an opening which gives access to the interior space (6) of the main beam (2) and wherein the said opening of the second support beam (4b) is located next to the last mentioned opening of the main beam (2) such that the interior space of the second support beam (4b) is in direct contact with the interior space (6) of the main beam (2).

16. A crash element (1) according to claim 8 or 9 and any of the claims 12 to 15, characterized in that the second support beam (4b) and the third support beam (4c) each comprise an interior space, wherein the second support beam (4b) comprises a contact surface which at least partly delimits the interior space of the second support beam (4b) and the third support beam (4c) comprises a contact surface which at least partly delimits the interior space of the third support beam (4c), wherein said contact surfaces lie against each other, and wherein, at the height of where these contact surfaces lie against each other, these contact surfaces each comprise one or several corresponding openings such that the interior spaces of the second and the third support beam (4b, 4c) are in direct contact with each other.

17. A crash element (1) according to one of the preceding claims, characterized in that the crash element (1) comprises a reinforcement bar (8a, 8b) for strengthening the crash element (1), wherein this reinforcement bar (8a, 8b) is directly connected to the main beam (2) and the said support beams (4a, 4b, 4c) and wherein said reinforcement bar (8a, 8b) is provided to substantially extend according to the driving direction (A).

18. A crash element (1) according to claim 17, characterized in that the crash element (1) comprises two said reinforcement bars (8a, 8b), wherein one (8a) of the said two reinforcement bars (8a, 8b) is connected to the main beam (2) at the height of the first side part (3b) of the main beam (2) and the other (8b) of the said two reinforcement bars (8a, 8b) is connected to the main beam (2) at the height of the second side part (3c) of the main beam (2).

19. A crash element (1) according to any of the preceding claims, characterized in that the crash element (1) comprises a lower part which is provided to extend substantially underground and an upper part which is provided to extend substantially aboveground in installed state of the crash element (1).

20. A crash element (1) according to claim 17 or 18 and claim 19 characterized in that a said reinforcement bar (8a, 8b) is part of the lower part.

21. A crash element (1) according to claim 19 or 20, characterized in that the lower part of the crash element (1) comprises passages (9) through which reinforcement steel is placeable.

22. A crash element (1) according to any of the preceding claims, characterized in that the said support beams (4a, 4b, 4c) are welded to the main beam (2) and in that the crash element (1) comprises preferably at least one connecting plate (10) that is welded to both the main beam (2) and the second support beam (4b) to further strengthen the connection between the second support beam (4b) and the main beam (2).