WO2023001972A1

WO2023001972A1 - Vehicle restraint system having a concrete barrier wall

Info

Publication number: WO2023001972A1
Application number: PCT/EP2022/070512
Authority: WO
Inventors: Thomas Edl
Original assignee: Delta Bloc International Gmbh
Priority date: 2021-07-22
Filing date: 2022-07-21
Publication date: 2023-01-26
Also published as: AU2022316467A1; EP4374010A1; AT525304A1; CO2024000274A2; CA3225488A1; IL310041A

Abstract

The invention relates to a vehicle restraint system (1) having a concrete barrier wall (2), the concrete divider wall (2) having at least one through-hole (3). Located in a substrate (4) beneath the at least one through-hole (3) is a blind hole (5) associated with the at least one through-hole (3), a pin (6) being located both within the at least one through-hole (3) and within the blind hole (5) associated with the at least one through-hole (3). According to the invention, the pin (6) has a predefinable amount of play with respect to the blind hole (5).

Description

Vehicle restraint system with a concrete barrier

The invention relates to a vehicle restraint system with a concrete barrier according to the preamble of patent claim 1.

Vehicle restraint systems are known which are intended to prevent vehicles from veering off a roadway. It is known that such vehicle restraint systems are used to spatially delimit a roadway. Vehicles and their occupants are protected by the vehicle restraint systems against a collision with other vehicles, for example with oncoming vehicles on an adjacent opposite lane. The spatial delimitation of the roadway by the vehicle restraint systems can thus also prevent a vehicle from leaving the roadway at locations off the roadway, for example on a field or on a cycle path. Vehicle restraint systems are used in particular in accident-prone areas such as, for example, at entrances and exits to freeways and at construction sites on freeways or expressways, in order to avoid accidents or to reduce the risk of injury to people in the event of accidents.

In order to increase the restraint effect of the vehicle restraint system, it is known that vehicle restraint systems are firmly anchored in the ground. In order to ensure the highest possible level of security against vehicles breaking through a vehicle restraint system, known vehicle restraint systems are anchored so firmly to the ground that a permanent connection between the vehicle restraint system and the anchorage is guaranteed even in the event of a severe vehicle impact.

However, a disadvantage of such a fixed connection or anchoring is that the construction of such a vehicle restraint system is time-consuming and expensive after such a vehicle restraint system is anchored or pinned immovably to the ground. In the assembly of such a vehicle restraint system, numerous assembly steps are necessary, with different equipment and a high cost of materials being required in order to ensure a strong enough for a severe impact of a vehicle Establish anchoring of the vehicle restraint system in the ground. Due to the anchoring of known vehicle restraint systems to the ground, such a vehicle restraint system is very stiff and unyielding for light vehicles, as a result of which the impact severity is high and dangerous for vehicle occupants. In the event of a vehicle impacting the vehicle restraint system, this results in a direct transmission of force into the subsoil, as a result of which strong local stress peaks occur in the event of an impact. Furthermore, as a result, no tilting effects of the vehicle restraint system can be used in the event of an impact in order to reduce the impact energy, which means that no time-delayed impact behavior of the vehicle restraint system can be exploited.

The object of the invention is therefore to specify a vehicle restraint system with a concrete barrier of the type mentioned at the beginning, with which the disadvantages mentioned can be avoided, with which a simple and quick assembly and disassembly of a vehicle restraint system can be achieved and which nevertheless has a stiff and high restraining effect has heavy vehicles and still has a compliant behavior for light impact events.

According to the invention, this is achieved by the features of claim 1.

This results in the advantage that a vehicle restraint system can be set up quickly and easily, as a result of which costs and time can be saved in the set-up. The predeterminable play of the pin in relation to the blind hole results in the advantage that the pin can be arranged easily and quickly within the at least one opening and inside the blind hole associated with the at least one opening, and can also be removed again just as quickly. Studies have shown that simply providing a pin within the at least one opening and within the blind hole associated with the at least one opening is sufficient to achieve a high restraining effect against impacting vehicles. This results in the advantage that when the vehicle restraint system is being set up, a worker only has to drop the pins into the at least one opening when walking past the concrete crash barrier, so that the safety aspect mentioned above can be achieved occurs, which significantly reduces the construction time of the vehicle restraint system compared to previously known vehicle restraint systems after costly drilling and mechanical ramming into the ground of anchorages omitted. The pin within the at least one opening as well as within the blind hole assigned to the at least one opening nevertheless achieves a high level of resistance of the vehicle restraint system to vehicles crashing into the vehicle restraint system, after, in particular, in the event of a severe vehicle crashing into the vehicle restraint system due to the dynamics at Pin Frictional tensile forces act, which efficiently prevent the vehicle from breaking through. In addition, part of the kinetic energy of a vehicle crashing into the vehicle restraint system can be effectively dissipated by shifting and tilting the vehicle restraint system. Furthermore, there is the advantage that the predefinable play of the pin relative to the blind hole can be set quickly and precisely during construction by selecting the size of the drill hole and the diameter of the pin, with additional time savings being achieved when constructing the vehicle restraint system. The predeterminable play of the pin in relation to the blind hole results in the advantage that the pin is not damaged in the event of a slight impact or a shallow impact angle, because only free displacement and free tilting of the concrete crash barrier occurs and the pin is therefore essentially not subject to any transverse forces and absorbs tensile forces. In the event of a severe impact, different effects take effect. On the one hand, the loosely arranged pin counteracts further spatial shifting of the concrete barrier. If the concrete guide wall tilts as a result of the impact, the frictional tensile force on the pin is additionally increased, which additionally counteracts the kinetic energy of the impact. This results in the advantage that the vehicle restraint system can be set up quickly and easily on the one hand, exhibits flexible behavior for light vehicles and, on the other hand, also offers adequate protection against a severe impact by a vehicle.

The invention further relates to a method for constructing a vehicle restraint system according to patent claim 14. The invention therefore also has the task of specifying a method of the type mentioned above, with which the disadvantages mentioned can be avoided, with which a vehicle restraint system can be set up easily and quickly and which still has a stiff and high restraining effect compared to heavy vehicles and still has a flexible behavior for light impact events.

According to the invention, this is achieved by the features of claim 14.

The advantages of the method correspond to the advantages of the above-mentioned vehicle restraint system with a concrete crash barrier.

The dependent claims relate to further advantageous developments of the invention.

Express reference is hereby made to the wording of the patent claims, which means that the patent claims are inserted into the description at this point by reference and are deemed to be reproduced verbatim.

The invention will be described in more detail with reference to the accompanying drawings, in which only preferred embodiments are shown by way of example. It shows:

1 shows a first preferred embodiment of a vehicle restraint system with a headless pin made of reinforced steel in a side view,

2 shows a second preferred embodiment of a vehicle restraint system with a seal in a side view,

3 shows a third preferred embodiment of a vehicle restraint system in side view,

1 to 3 show at least parts of three preferred embodiments of a vehicle restraint system 1 with a concrete barrier 2, the concrete barrier 2 having at least one opening 3, with a substructure 4 below the at least one opening 3 being associated with the at least one opening 3 , Blind hole 5 is arranged, with a pin 6 both within the at least one opening 3 and within that of the at least one opening 3 associated blind hole 5 is arranged, wherein the pin 6 relative to the blind hole 5 has a predetermined game.

Furthermore, a method for constructing a vehicle restraint system 1 is provided, the vehicle restraint system 1 having a concrete barrier 2 with at least one opening 3, a blind hole 5 associated with the at least one opening 3 being drilled in a substrate 4 below the at least one opening 3. wherein a pin 6 is arranged both inside the at least one opening 3 and inside the blind hole 5 associated with the at least one opening 3, the diameter of the blind hole 5 being chosen such that the pin 6 has a predeterminable play in relation to the blind hole 5 .

This results in the advantage that the construction of a vehicle restraint system 1 can be carried out quickly and easily, as a result of which costs and time in construction can be saved. The predeterminable play of the pin 6 in relation to the blind hole 5 results in the advantage that the pin 6 can be arranged easily and quickly within the at least one opening 3 and also inside the blind hole 5 assigned to the at least one opening 3, and also just as quickly again can be removed. Studies have shown that simply providing a pin 6 within the at least one opening 3 and within the blind hole 5 associated with the at least one opening 3 is sufficient to achieve a high restraining effect against impacting vehicles. This results in the advantage that when installing the vehicle restraint system 1, a worker only has to drop the pins 6 into the at least one opening 3 when walking past the concrete barrier 2, so that the above-mentioned safety aspect occurs, which reduces the installation time of the vehicle restraint system 1 significantly reduced compared to previously known vehicle restraint systems 1, after costly drilling and mechanical ramming into the ground of anchorages omitted. The pin 6 within the at least one opening 3 and within the blind hole 5 associated with the at least one opening 3 nevertheless ensures a high level of resistance Vehicle restraint system 1 compared to vehicles hitting the vehicle restraint system 1, after in particular in the case of a severe impact of a vehicle on the vehicle restraint system 1 due to the dynamics on the pin 6 frictional tensile forces act, which efficiently prevent the vehicle from breaking through. In addition, part of the kinetic energy of a vehicle crashing into the vehicle restraint system 1 can be effectively dissipated by shifting and tilting the vehicle restraint system 1 . Furthermore, there is the advantage that the predefinable play of the pin 6 in relation to the blind hole 5 can be set quickly and precisely during assembly by selecting the size of the drill hole and the diameter of the pin 6, with additional time savings when assembling the vehicle restraint system 1 is reached. The predeterminable play of the pin 6 in relation to the blind hole 5 results in the advantage that the pin 6 is not damaged in the event of a slight impact or a flat impact angle, because only a free displacement and a free tilting of the concrete guide wall 2 occurs and the pin thus absorbs essentially no lateral forces and tensile forces. In the event of a severe impact, different effects take effect. On the one hand, the loosely arranged pin 6 in the subsoil 4 counteracts a further spatial displacement of the concrete barrier 2 . If the concrete guide wall 2 tilts as a result of the impact, the frictional tensile force on the pin 6 is additionally increased, as a result of which the kinetic energy of the impact is additionally counteracted. This results in the advantage that the vehicle restraint system 1 can be set up quickly and easily on the one hand, exhibits flexible behavior for light vehicles and, on the other hand, also offers adequate protection against a severe impact of a vehicle.

A vehicle restraint system 1 is to be understood as a passive protective device on roads which prevents at least one vehicle from leaving a roadway in an uncontrolled manner and at least one vehicle from colliding with other vehicles and obstacles along the roadway. In particular, a vehicle crashing into the vehicle restraint system 1 can be prevented from driving through it, as a result of which persons in the vicinity of the road can be protected from being run over or hit by a vehicle. In this case, the vehicle restraint system 1 represents an obstacle or a barrier, which occurs in particular in the event of a vehicle impact can absorb or convert a certain amount of the kinetic energy of the vehicle, in particular the majority of the impact energy.

The vehicle restraint system 1 has a concrete barrier 2 . The concrete guide wall 2 is preferably formed from at least one prefabricated concrete part or concrete guide wall element. The concrete barrier 2 preferably has a New Jersey or step profile. The concrete guide wall 2 is preferably made of normal concrete and/or heavy concrete. Particularly preferably, the concrete barrier 2 can comprise a first and a second concrete. The first concrete preferably has a higher density than the second concrete, with the first concrete in particular being reinforced with additives such as stones or fibers compared to the second concrete.

The vehicle restraint system 1 is intended to be set up on a base 4 . The concrete safety barrier 2 is preferably constructed on the substructure 4 , the concrete safety barrier 2 preferably having a standing surface, the concrete safety barrier 2 standing on the substructure 4 with the standing surface in an assembled state. The standing area particularly preferably has a larger base area than the area opposite the standing area.

The subsoil 4 can preferably include various layers and types of soil. In particular, a substrate 4 which is made up of at least two layers can be seen in FIGS. 1 and 3, with FIG. 2 only showing a single-layer substrate 4 .

Provision can preferably be made for the substrate 4 to have a bonded base layer 9 below the at least one opening 3 . This results in the advantage that if a vehicle crashes into the vehicle restraint system 1 , the pin 6 can be counteracted by increased resistance on the wall of the blind hole if the concrete barrier 2 is displaced further in space.

As shown by way of example in FIG. 1 , it can preferably be provided that the subsoil 4 has an unbound base layer 10 below the bound base layer 9 . This results in the advantage that there is no backwater can form within the blind hole 5, because this can seep into the unbound base layer 10.

The bonded base layer 9 and/or the unbonded base layer 10 can preferably comprise several layers. The unbound base layer 10 can in particular have a gravel bed and/or an anti-frost layer. The bound base layer 9 has at least one layer which is bound in particular by means of bitumen, in particular an asphalt base layer.

In particular, the superstructure of a road can have a bound base course 9 .

The top layer of the subsoil 4, in particular the bonded base layer 9, is particularly preferably made of concrete or asphalt.

The concrete barrier 2 particularly preferably contacts the top layer of the subsoil 4 with the standing surface.

In particular, the uppermost layer of the subsoil 4 is the bound base layer 9.

The concrete guide wall 2 particularly preferably contacts the bound base layer 9 with the standing surface.

Provision can preferably be made for the blind hole 5 associated with the at least one opening 3 to penetrate through the bonded support layer 9 . This results in the advantage that no backwater can form inside the blind hole 5 because this can seep into the unbound base layer 10 .

The concrete guide wall 2 has at least one opening 3 , the at least one opening 3 preferably identifying a hatch, an opening or a free space which extends through the concrete guide wall 2 . In particular, there is only air within the opening 3 immediately after it has been made.

The opening 3 is preferably designed as a round hole.

The concrete guide wall 2 preferably has a length of essentially six Meters at least two openings 3.

The precast concrete part preferably has two, particularly preferably four, in particular six, openings 3 .

The opening 3 is preferably arranged perpendicularly to the substrate 4, in particular perpendicularly to the standing surface, when the concrete guide wall 2 is in an assembled state. The assembly state of the concrete safety barrier 2 refers here to the state in which the concrete safety barrier 2 is standing on its standing surface at or on a roadway and the standing surface is therefore in contact with the subsoil 4 .

The opening 3 particularly preferably has a first opening of the opening 3 on the standing surface.

The opening 3 can preferably be designed as a bore.

Alternatively, the opening 3 can be produced during a casting process of the concrete guide wall 2, with the opening 3 being able to be produced in particular by a cast element which has the desired shape of the opening 3 after casting.

The opening 3 is preferably formed in the concrete guide wall 2 .

In particular, the opening 3 in the concrete is reinforced with a reinforcing element, the reinforcing element preferably being made of metal.

It is provided that a blind hole 5 associated with at least one opening 3 is arranged in the base 4 below the at least one opening 3 . A blind hole 5 can also be referred to as a blind hole, with a blind hole 5 preferably not penetrating an object and preferably having a predetermined depth.

The blind hole 5 is preferably of cylindrical design.

Provision is preferably made for exactly one blind hole 5 to be assigned to each opening 3 .

The blind hole 5 can preferably be designed as a bore. Alternatively, the blind hole 5 can be produced during a roadway casting process.

In particular, it can be provided that the position of the blind hole 5 on the substrate 4 is measured, the blind hole 5 then being drilled after the measurement.

The blind hole 5 is preferably formed in the bound base layer 9 and the unbound base layer 10 .

Alternatively, the blind hole 5 is only formed in the bonded base layer 9 .

Provision is made for a pin 6 to be arranged both inside the at least one opening 3 and inside the blind hole 5 associated with the at least one opening 3 . The pin 6 can in particular also be referred to as a bolt, nail or screw.

The pin 6 can preferably be of essentially cylindrical design.

The pin 6 preferably penetrates the bonded base layer 9.

The pin 6 preferably penetrates the top layer of the substrate 4.

In particular, the lower end of the pin 6 rests on the bottom of the blind hole 5 .

Provision is made for the pin 6 to have a predeterminable play in relation to the blind hole 5 . In particular, it is provided that the play that can be specified includes a value greater than zero. In particular, the predefinable play can be set by selecting the drill bit and the diameter of the pin 6. Provision can preferably be made for the pin 6 to have a predeterminable play in relation to the blind hole 5 over a large part of the length of the blind hole 5 . This has the advantage that even if the blind hole 5 becomes dirty, it can be ensured that the pin 6 has a predeterminable play inside the blind hole 5, whereby the restraining effect of the vehicle restraint system 1 is maintained even if the blind hole 5 is dirty can be obtained. Provision can preferably be made for the predeterminable play of the pin 6 in relation to the blind hole 5 to correspond to a predeterminable play of the pin 6 in relation to the opening 3 .

Due to the predeterminable play of the pin 6, different phases can be distinguished in the event of an impact of a vehicle crashing into the vehicle restraint system 1. This results in the advantage that a controlled gradual increase in the impact resistance can be achieved in relation to vehicles crashing into the vehicle restraint system 1 .

In a first phase, a vehicle impacting vehicle restraint system 1 preferably produces free displacement or free tilting of vehicle restraint system 1. Free displacement of vehicle restraint system 1 is preferably horizontal displacement of vehicle restraint system 1, with pin 6 inside blind hole 5 has no influence on the move. A free tilting of the vehicle restraint system 1 is preferably a tilting of the vehicle restraint system 1, the pin 6 within the blind hole 5 exerting no influence on the tilting. The free tilting of the

Vehicle restraint system 1 is preferably possible up to a specific angle, with the specific angle being determined in particular by the predeterminable play of pin 6 . This has the advantage that the severity of the impact, which is particularly great in the first phase, or part of the kinetic energy of a vehicle crashing into the vehicle restraint system 1 can be reduced by the predeterminable play of the pin 6 relative to the blind hole 5, whereby in particular the safety of the occupants of the vehicle crashing into the vehicle restraint system 1 can be increased. This also results in the advantage that, in a light impact, less damage is caused to the vehicle restraint system 1 and to the vehicle crashing into the vehicle restraint system 1, which means that less damage has to be done.

In particular, the concrete barrier 2 is moved freely in the first phase.

A vehicle crashing into the vehicle restraint system 1 preferably produces an inhibited displacement or an inhibited tilting in a second phase of the vehicle restraint system 1. When the vehicle restraint system 1 is prevented from moving or tilting, the pin 6 preferably contacts the blind hole 5 and/or the opening 3. In the second phase, the pin 6 is preferably pressed against the wall of the blind hole 5 or against the Wall of the opening 3 pressed, whereby a further free displacement or a further free tilting of the vehicle restraint system is counteracted.

In particular, in the second phase, frictional tensile forces act on the pin 6, as a result of which the restraining effect of the vehicle restraint system 1 is further increased. This has the advantage that the impact resistance of the vehicle restraint system 1 can be increased in stages, with the restraining effect of the vehicle restraint system 1 being further effectively increased after the first phase in the second phase by the frictional tensile forces on the pin 6 .

The second phase preferably follows directly on from the first phase.

In a third phase, a vehicle impacting vehicle restraint system 1 preferably produces gravity-induced tipping back of vehicle restraint system 1. This can prevent, for example, a trailer of a truck from tipping over, which truck crashes into vehicle restraint system 1. If, for example, the towing vehicle of a truck, which includes a trailer, scrapes laterally along the vehicle restraint system 1 in such a way that free tipping or free displacement of the vehicle restraint system 1 is caused, the trailer of the truck can be delayed in such a way to the tilted or displaced location of the vehicle restraint system 1 that this tilted point of the vehicle restraint system 1 executes a gravitational tilting back of the vehicle restraint system 1, which counteracts a tipping over of the trailer.

In particular, an increase in the cross-sectional area of the at least one opening 3 and/or the blind hole 5 associated with the at least one opening 3 leads to easier tilting back of the vehicle restraint system 1. In particular, the weight of the concrete barrier 2 causes the vehicle restraint system 1 to tilt back as a result of gravity.

In particular, the tilting back of the vehicle restraint system 1 caused by gravity exerts a force on a vehicle crashing into the vehicle restraint system 1 .

In particular, a vehicle scraping the vehicle restraint system 1 leads to a time sequence of displacements and tilting of sections of the vehicle restraint system 1 . The sections of the vehicle restraint system 1 preferably have a predetermined number of pins 6 .

In particular, a section can have two pins 6 each with at least one opening 3 and a blind hole 5 associated with at least one opening 3 .

Alternatively, it can be provided that the predeterminable play of the pin 6 in relation to the blind hole 5 has a deviation of 10%, preferably 20%, particularly preferably 30%, from the predeterminable play of the pin 6 in relation to the opening 3 .

Provision can particularly preferably be made for the predefinable play of the pin 6 in relation to the blind hole 5 to correspond to at least 5%, preferably at least 10%, particularly preferably at least 15%, of the diameter of the pin 6 . This results in the particular advantage that the pin 6 can easily be arranged within the at least one opening 3 and also within the blind hole 5 associated with the at least one opening 3 . Furthermore, this results in the advantage that even with strong temperature increases and the resulting expansions of the pin 6 and/or the vehicle restraint system 1, the predefinable play of the pin 6 relative to the blind hole 5 can be ensured, whereby simple and easy dismantling even with strong temperature increases can be ensured and whereby internal stresses in the blind hole 5 and in the opening 3 are prevented.

Particularly preferably, the length of the pin 6 can be adapted to the soil conditions, in particular in a less consolidated soil longer pin can be provided than in a dense, compressed and consolidated soil. Hardened soil can in particular contain a high proportion of gravel. A consolidated ground can in particular include an asphalted or concreted ground.

Provision can particularly preferably be made for the cross-sectional area of the opening 3 and the blind hole 5 to be essentially identical. This has the advantage that if the concrete barrier 2 tilts as a result of a vehicle impacting it, the maximum tilting of the concrete barrier 2 can be set using the predeterminable play of the pin 6 relative to the blind hole 5 .

Provision can particularly preferably be made for the pin 6 to have a diameter of at least 1.5 cm, preferably at least 2 cm, particularly preferably at least 2.5 cm. This results in the advantage that the vehicle restraint system 1 has a particularly high resilience and restraint effect in relation to vehicles crashing into the vehicle restraint system 1 .

In particular, it can be provided that the diameter of the pin 6 essentially corresponds to the thickness of the top layer of the substrate 4 .

In particular, it can be provided that the diameter of the pin 6 essentially corresponds to the thickness of the bonded base layer 9 .

Particularly preferably, it can be provided that the pin 6 is designed without a head. This has the advantage that if the concrete barrier 2 tilts as a result of a vehicle impacting the vehicle restraint system 1, a notch effect on the concrete barrier 2 caused by the head of the pin 6 is prevented, giving the vehicle restraint system 1 greater resistance to the vehicle restraint system 1 has crashing vehicles. Furthermore, there is the advantage that in particular a larger contact surface is formed between the pin 6 and the blind hole 5, as a result of which an increased frictional tensile force can act. Furthermore, this allows the pin 6 to be easily pulled out in the event of a vehicle impact and its induced Tilting can be prevented. Such a pulling out of the pin 6 can happen, for example, when the concrete barrier 2 tilts, when the head wedges in the opening 3, whereby this wedging can lead to a slight pulling out of the pin 6 in particular when tilting. A headless design of the pins 6 also has the advantage that the pins 6 are not easy to grasp, especially if they do not protrude through the opening 3, which means that the headless pins 6 cannot be removed by unauthorized persons, even with malicious intent. whereby the safety of the vehicle restraint system 1 can be increased. In Fig. 1 a preferred embodiment of a vehicle restraint system 1 with a headless pin 6 is shown.

In particular, the headless design of the pin 6 favors the displacement or tilting of the vehicle restraint system 1.

Particularly preferably, it can be provided that the upper end of the pin 6 is arranged within the at least one opening 3 . The upper end of the pin 6 is that end of the pin 6 which faces away from the subsurface 4 when the concrete safety barrier 2 is installed. This has the advantage that possible injuries to workers or passers-by, for example after an accident when climbing over the concrete safety barrier 2, on the pins 6 are prevented. Furthermore, malicious removal of the pins 6 by unauthorized persons can thereby be prevented.

Provision can particularly preferably be made for the pin 6 to have a maximum depth of 60 cm, preferably a maximum of 50 cm, particularly preferably a maximum of 40 cm, in the substrate 4 . This results in the advantage that a particularly high resistance of the vehicle restraint system 1 to vehicles crashing into the vehicle restraint system 1 can be achieved.

Provision can particularly preferably be made for the pin 6 to have a depth of at least 10 cm, preferably at least 15 cm, particularly preferably at least 20 cm, in the substrate 4 . This results in the advantage that a particularly good resistance of the vehicle restraint system 1 to vehicles crashing into the vehicle restraint system 1 with simultaneous cost and Material savings can be achieved.

Particularly preferably, it can be provided that the pin 6 has a corrugation. The corrugation can in particular comprise ribs, grooves or individual extensions, in which case the ribs can in particular be designed to taper to a point. This results in the advantage that the adhesion or friction of the pin 6 against the wall of the blind hole 5 or the opening 3 is increased, whereby the pin 6 is held in position particularly in the case of vertical forces, particularly in the event of a dynamic impact. In Fig. 1 a preferred embodiment of a vehicle restraint system 1 is shown with a pin 6, which has a corrugation.

The corrugation can be arranged on the cylindrical outer surface of the pin 6 in particular.

Provision can preferably be made for the predefinable play of the pin 6 relative to the blind hole 5 to be formed between the elevation of the corrugation and the blind hole 5 . Provision can preferably be made for the predefinable play of the pin 6 relative to the opening 3 to be formed between the elevation of the corrugation and the opening 3 . In particular, the diameter of the pin 6 is measured from the outer diameter of the knurled pin 6. This results in the advantage that even with a corrugated pin 6, the predeterminable play of the pin 6 relative to the at least one opening 3 and/or the blind hole 5 assigned to the at least one opening 3 can be guaranteed, whereby the restraining effect of the vehicle restraint system 1 even with a corrugated pin 6 is not affected.

Particularly preferably, it can be provided that the pin 6 is made of reinforcing steel. In particular, the pin 6 can be made of ribbed steel. The pin 6 can preferably be made of metal, in particular steel. This results in the advantage that the pin 6 has a high level of strength with high ductility at the same time, as a result of which a high level of safety and a high level of resistance or restraining effect of the vehicle restraint system 1 in relation to impacting vehicles can be ensured. Particularly preferably, it can be provided that the at least one opening 3 and/or the blind hole 5 has a seal 7 . This has the advantage that the pin 6 can be protected against environmental influences and contamination, such as backwater, whereby the service life of the pin 6, in particular against corrosion, can be increased and the resistance of the vehicle restraint system 1 to impacting vehicles, even over a longer period Period can be ensured, while the maintenance requirements of the vehicle restraint system 1 is reduced. Furthermore, a predeterminable play of the pin 6 relative to the blind hole 5 that remains the same over a period of time can be guaranteed. In particular, this can also protect the blind hole 5 from freezing backwater, since backwater has been prevented from accumulating inside the blind hole 5 .

In particular, the seal 7 can be an O-ring or a cone seal.

In particular, the seal 7 can be formed from a polymer, particularly preferably from plastic.

Provision can particularly preferably be made for the at least one opening 3 and the blind hole 5 associated with the at least one opening 3 to be arranged only on a first side 8 of the concrete guide wall 2 . This results in the advantage that in the event of a severe vehicle impact, as is the case in particular with an acute impact angle, a high frictional force acts between pin 6 and blind hole 5 or between pin 6 and opening 3 and tilting of concrete crash barrier 2 the frictional tensile force on the pin 6 is additionally increased. As a result, the vehicle restraint system 1 is held in position even in the event of a severe impact, with the outlay on material and structure being able to be kept very low.

Provision can particularly preferably be made for the first side 8 of the concrete safety barrier 2 to be arranged facing away from a roadway in the assembled state of the concrete safety barrier 2 . This has the advantage that a vehicle impacting the vehicle restraint system 1 on the roadway side causes the concrete barrier 2 to tilt away from the roadway, whereby the pin 6 acting frictional traction can work particularly well, whereby the vehicle restraint system 1 can be held in position even in the event of a severe impact. Furthermore, this results in the advantage that increased safety can be created during assembly of the vehicle restraint system 1, because a worker assembling the vehicle restraint system 1 can be protected from the flowing traffic even when the traffic flow is upright.

Provision can particularly preferably be made for the blind hole 5 associated with the at least one opening 3 to be drilled through the opening 3 into the substrate 4 . This has the advantage that when the vehicle restraint system 1 is constructed, the predetermined position of the blind hole 5 associated with the at least one opening 3 is already predetermined, as a result of which a worker drills through the opening 3 into the substrate 4 when manufacturing the blind hole 5 can, whereby the blind hole 5 can be created quickly and easily.

In particular, the blind hole 5 can be designed without a thread.

The pin 6 can particularly preferably have magnetic properties. This has the advantage that the pin can be pulled out of the blind hole 5 and the opening 3 quickly and easily with the aid of a magnet. In particular, the headless pin 6 can be pulled out of the blind hole 5 and the opening 3 particularly easily with the aid of the magnet.

The following are principles for understanding and interpreting the subject disclosure.

Characteristics are usually introduced with an indefinite article "a, an, one, one". Therefore, unless the context otherwise requires, “a, an, an, an” is not to be taken as a numeral.

The conjunction "or" is to be interpreted as inclusive and not as exclusive.

Unless the context otherwise requires, "A or B" also includes "A and B", where "A" and "B" represent any characteristics. In particular, a feature X or an object Y is distinguished in several embodiments by means of an ordering numeral, for example “first”, “second” or “third”, unless this is otherwise defined by the disclosure of the invention. In particular, a feature X or object Y with an ordering numeral in a claim does not mean that an embodiment of the invention covered by this claim must have a further feature X or a further object Y.

A "substantially" in connection with a numerical value includes a tolerance of ± 10% of the stated numerical value, unless the context otherwise dictates.

In the case of value ranges, the end points are included unless the context otherwise requires.

Claims

PATENT CLAIMS

1. Vehicle restraint system (1) with a concrete barrier (2), wherein the concrete barrier (2) has at least one opening (3), wherein in a base (4) below the at least one opening (3), the at least one opening (3 ) assigned blind hole (5), wherein a pin (6) is arranged both inside the at least one opening (3) and inside the blind hole (5) assigned to the at least one opening (3), characterized in that the pin (6) has a predetermined amount of play in relation to the blind hole (5).

2. Vehicle restraint system (1) according to claim 1, characterized in that the predeterminable play of the pin (6) relative to the blind hole (5) is at least 5%, preferably at least 10%, particularly preferably at least 15%, of the diameter of the pin (6) is equivalent to.

3. Vehicle restraint system (1) according to claim 1 or 2, characterized in that the substrate (4) below the at least one opening (3) has a bonded support layer (9).

4. Vehicle restraint system (1) according to claim 3, characterized in that the blind hole (5) associated with the at least one opening (3) penetrates the bonded support layer (9).

5. Vehicle restraint system (1) according to any one of claims 1 to 4, characterized in that the pin (6) has a diameter of at least 1.5 cm, preferably at least 2 cm, particularly preferably at least 2.5 cm.

6. Vehicle restraint system (1) according to any one of claims 1 to 5, characterized in that the pin (6) is designed without a head.

7. Vehicle restraint system (1) according to any one of claims 1 to 6, characterized in that the upper end of the pin (6) is arranged within the at least one opening (3).

8. Vehicle restraint system (1) according to one of claims 1 to 7, characterized in that the pin (6) in the substrate (4) has a maximum depth of 60 cm, preferably a maximum of 50 cm, particularly preferably a maximum of 40 cm.

9. Vehicle restraint system (1) according to any one of claims 1 to 8, characterized in that the pin (6) has a corrugation.

10. Vehicle restraint system (1) according to any one of claims 1 to 9, characterized in that the pin (6) is formed from a reinforcing steel.

11. Vehicle restraint system (1) according to any one of claims 1 to 10, characterized in that the at least one opening (3) and / or the blind hole (5) has a seal (7).

12. The vehicle restraint system (1) according to any one of claims 1 to 11, characterized in that the at least one opening (3) and the blind hole (5) associated with the at least one opening (3) are only on a first side (8) of the Concrete baffle (2) is arranged.

13. Vehicle restraint system (1) according to claim 12, characterized in that the first side (8) of the concrete barrier (2) is arranged facing away from a roadway in an assembly state of the concrete barrier (2).

14. A method for constructing a vehicle restraint system (1), wherein the vehicle restraint system (1) has a concrete barrier (2) with at least one opening (3), wherein in a substrate (4) below the at least one opening (3), the at least a blind hole (5) associated with an opening (3) is drilled, a pin (6) being arranged both inside the at least one opening (3) and inside the blind hole (5) associated with the at least one opening (3), characterized in that the diameter of the blind hole (5) was selected in such a way that the pin (6) has a predeterminable amount of play in relation to the blind hole (5).

15. The method according to claim 14, characterized in that the blind hole (5) associated with the at least one opening (3) is drilled through the opening (3) into the substrate (4).