EP1640504A1 - Guardrail arrangement - Google Patents

Abstract

Crash barrier arrangement has several profile posts (12) anchored or anchorable in the ground (U), at least one barrier rope (18,20) running along its long axis (A) and at least one spacing element (24,26) by which the rope is couplable with or coupled to the posts. At least one spacing element with a closed polygonal cross-section is fitted with notches such that the first polygon side can be fitted on the profile post and another polygonal side is shaped to connect with at least one rope. The distancing element deforms when crashed into.

Description

The present invention relates to a protective barrier arrangement for a vehicle restraint system for securing roadways with a plurality of profile posts that are anchored or anchored in a ground, at least one along a longitudinal axis extending guard rail and at least one spacer element, by means of which the guard rail with one of the profile post coupled or is coupled, wherein the roadway at least one spacer element is disposed between each one of the profile posts and the at least one protective barrier strand and wherein the at least one spacer element is formed such that it deforms depending on the impact.

To protect lanes are attached to the side of these vehicle restraint systems. In addition to concrete structures in particular steel barrier arrangements are preferably used for this purpose. Depending on the version, the vehicle restraint systems can be assigned to different safety categories. Serve for this purpose parameters that are determined by experiments. One of these parameters is the so-called "stoppage level", which provides information about how high the stoppage capacity and the suitability for deflecting an impacting vehicle of the respective vehicle restraint system. Another parameter is the so-called "effective range", which is calculated from a dynamic transverse displacement and the actual design of the vehicle restraint system. Finally, a parameter termed the "impact severity level" serves to estimate the load on vehicle occupants and, therefrom, an expected severity of injury upon impact of the vehicle on the vehicle restraint system.

For cost reasons, it is nowadays preferred to provide vehicle restraint systems in the modular principle and thus to create the possibility of using modularly different components from the modular system as a function of the requirements to be met in each case. In particular, it is difficult with conventional systems to simultaneously achieve high levels of containment and to keep the impact severity low. In other words, this means that the vehicle restraining systems known in the prior art, which have a sufficiently high stoppage capacity, that is, which can restrain even heavy vehicles at high impact speed and relatively large impact angle, due to a relatively low deformation capacity usually lead to a very high impact severity and thus do not provide adequate protection for vehicle occupants in an impact. In order to counter this problem, various individual solutions have been considered in the prior art.

Thus, for example, in DE 38 09 896 A1 a vehicle restraint system is shown in which a mounted at about half the height of the post above the ground guard rail is connected to the respective profile post via a hollow circular cross-section tubular element. The longitudinal axis of the tubular element extends substantially parallel to the longitudinal axis of the profile post. In the event of an impact, the tubular element may deform and thereby absorb impact energy. However, it has been shown that the tube element has too little deformation resistance. In addition, it makes assembly and production difficult.

In order to eliminate the disadvantages associated with the pipe element, a hollow element with hexagonal profile is used in the vehicle restraint system according to DE 42 24 998, which is aligned substantially parallel to the longitudinal axis of the profile post and screwed to this several times. The spacer extends over more than half of the protruding over the ground portion of the profile post and carries a arranged in the middle of the profile post guard rail and another arranged at the free end of the profile post guard rail. This solution offers relatively little flexibility with regard to the adjustment of the distance between the profile post and the protective barrier strand and between the protective barrier strands with one another. In addition, this vehicle restraint system has a high weight due to the relatively large volume and long post member, which complicates the production and assembly and increases the manufacturing cost due to the material requirements. Finally, this vehicle restraint system has the disadvantage of difficult maintenance, in particular because a large number of components are damaged in the event of local deformation of the spacer element. In particular, maintenance measures are required both on the middle and on the upper guard rail, if only locally in the area of the middle guard rail, a deformation of the spacer element due to a weak impact is done.

Finally, in the generic document EP 1 061 179 B1 a vehicle restraint system is shown in which a single guard rail is attached to the profile post via a plurality of metal tabs. Leave it Although set by using different types of metal tabs as needed, a different deformation behavior and different distances between a respective guard rail and the profile post. However, the solution shown in this document requires a very high production and assembly costs. In particular, the individual metal tabs are to be provided at different locations with cranks and / or kinks in order to achieve in each case sufficient deformation resistance.

It is an object of the present invention to provide a guard rail assembly for a vehicle restraint system and a corresponding vehicle restraint system that achieves a high containment level with low impact severity with simple and cost effective manufacture and assembly, and which due to its simple construction has low weight and low thrust Effort is to wait.

This object is achieved by a protective barrier arrangement of the type described, in which the at least one spacer element is formed in cross-section with a closed polygonal profile with predetermined kinks, wherein a first polygon side is attached or attachable to the associated profile post and wherein another polygon side for connection with the at least one protective barrier string is formed.

The invention takes advantage of the advantageous deformation behavior of a polygonal profile with predetermined bending points and avoids the known from the prior art heavy design with elongated polygon tubes. Rather, according to the invention, each protective barrier strand is assigned at least one spacer element, which is polygonal in cross section. As a result, in comparison with the prior art discussed above, a protective barrier arrangement having a sufficiently high deformation resistance, great flexibility in the assembly and packaging option as a function of the respective application can be achieved.

According to an advantageous embodiment of the invention it is provided that the polygonal profile has the shape of a, preferably regular, hexagon. Such polygonal profiles are available at low cost and have a sufficiently good deformation behavior.

As already indicated above, the protective barrier arrangement according to the invention can be assembled as desired depending on the application. In this context is in particular provided that in each case a plurality of spacer elements is provided for connection between one of the profile posts and the protective barrier strand, wherein adjacent spacer elements interconnected via polygon sides, preferably welded together, are. This allows me to set the distance between the respective guard rail and the profile post as desired. Thus, it is possible, for example, to carry out the vehicle restraint system with a plurality of guard rail strands and to arrange them at different distances from the profile posts. For example, a arranged in the center of the pillar guard rail by the choice of two spacers further spaced from the profile post as a attached to the free upper end of the profile post more guard rail, used to attach to the profile post in each case only one spacer element per profile post or no corresponding spacer becomes. As a result, a "staggered" impact can be made possible, for example, such that a vehicle initially impacts on the lower guard rail, which deforms with this connected spacer elements and finally comes after complete deformation of the spacer elements with another protective barrier in contact and from this in addition to the road is held.

In order to enable a simple connection of a plurality of spacer elements with one another, a further development of the invention provides that the polygon sides of the spacer elements viewed in a front view are substantially square and in particular substantially equally dimensioned. As a result, the polygon sides of the spacer elements can be easily put together and welded together.

In the above-mentioned embodiment, in which a plurality of spacer elements between the respective guard rail and each profile post are attached, a development of the invention provides that each of the spacer elements has a polygonal profile axis, wherein the polygonal profile axes of at least two of the spacer elements between one of the profile posts and the guardrail strand are substantially parallel to each other. In other words, the spacers can be rotated in their orientation to one another, whereby unwanted deformations, such as an undesirably strong drifting off of a protective barrier strand by an upward or downward deformation of the spacer elements verneiden. Instead, in this embodiment of the invention, the plurality of spacer elements are deformed substantially locally and thereby during the deformation of the protective barrier strand held at substantially the same height with respect to the ground or the roadway.

With regard to the alignment of two adjacent spacer elements to each other, a development of the invention provide that each of the spacer elements has a polygonal profile axis, wherein the polygonal profile axes at least two of the spacer elements between one of the profile posts and the protective barrier strand substantially skewed, in particular orthogonal to each other.

In the event that a collision of a vehicle on the vehicle restraint system according to the invention is so strong that not all impact forces have been compensated by the deformation of the spacer elements by far and some of the profile posts are folded over as a result of the remaining impact forces, the invention provides that the respective guard rail then dissolves from a wegknickenden profile post and is held by adjacent, not buckling loaded profile posts substantially at the same level. As a result, the protective barrier strand can restrain the impacting vehicle. In particular, it is prevented by such targeted detachment of the guard rail from the wegnickenden profile post that the protective barrier strand escaping upwards or in particular downwards and thus the vehicle slides over the guard rail line or dips under this. In order to ensure this behavior, a development of the invention provides that the spacer element facing the profile post can be fastened or fastened to the profile post via at least one predetermined breaking screw. Furthermore, it can be provided in this context that the said at least one protective barrier strand facing spacer element via at least one predetermined breaking screw on the at least one protective barrier strand is fastened or secured. The breakaway screws break off deliberately from a certain load and thus solve the connection between guard rail and profile post. They are designed so that they only then solve this connection, that is, they only break when the at least one spacer element has been completely deformed.

As already indicated above, the protective barrier arrangement according to the invention in the style of a modular system is largely freely configurable. Thus, a preferred embodiment provides that a first guard rail is mounted at a distance from a free end of the profile post mediating at least one spacer element on the profile post and that a second guard rail in the region of the free end of the profile post is attached to this. there can be provided according to the invention that the second protective barrier strand by means of a running in the longitudinal axis of the protective barrier strand, in cross-section preferably C-shaped front connecting strand with the profile posts connected or connected. By this embodiment, also different distances between the profile post and the upper and lower guard rail can be achieved.

In order to further increase the load capacity of the guard rail assembly, in particular to further stabilize the attached at the free end of the profile post guard rail, can be provided according to the invention that on the side facing away from the second guard rail side of the profile post, a rear connecting strand is attached or attached. Also in this context, it can be provided that the front-side and / or rear connection strand is connected in each case via predetermined breaking screws with the profile post.

In order to further increase the stability of the protective barrier arrangement according to the invention, it is provided according to a development that the front and the rear connecting strand are connected to one another in at least one connecting profile, preferably by means of available connecting elements, in a region lying between two adjacent profile posts. By this measure, the second guard rail containing arrangement of front and rear connecting strand can be further stabilized, so that the front and rear connecting strand are also connected to each other, if these have been solved in sections due to breakage of the predetermined breaking screws of the profile post. The fact that despite the detachment from the profile posts both connecting strands are still connected to each other, a force acting on the second collision string impact force can be derived via both connecting strands, which - as already described above - are charged to train. However, the tensile load per connecting strand is reduced, so that the second guard rail can absorb significantly higher impact forces without breaking up, as is the case in the prior art.

The invention further relates to a spacer element for a vehicle restraint system with a guard rail arrangement of the type described above, wherein the spacer element is designed such that it deforms depending on the impact. In the spacer element according to the invention it is provided that it is formed in cross section with a closed polygonal profile with predetermined kinks, wherein a first polygon side is attached or attachable to an associated profile post and wherein a further polygon side is designed for connection to at least one protective barrier strand.

Furthermore, the invention relates to a vehicle restraint system with a protective barrier arrangement of the type described above and a corresponding spacer element.

Figur 1

eine Explosionsansicht eines ersten Ausführungsbeispiels einer erfindungsgemäßen Schutzplankenanordnung in Seitenansicht;

Figur 2

eine Vorderansicht des in Figur 1 mit II gekennzeichneten Bereichs;

Figur 3

eine Vorderansicht der in Figur 1 gezeigten Schutzplankenanordnung im montierten Zustand;

Figur 4

eine Seitenansicht gemäß Figur 3 betrachtet entlang Schnittlinie IV-IV;

Figur 5

eine Draufsicht der in Figur 3 gezeigten Schutzplankenanordnung;

Figur 6

eine Ansicht entsprechend Figur 3 einer zweiten Ausführungsform der Erfindung;

Figur 7

eine Ansicht entsprechend Figur 4 der zweiten Ausführungsform der Erfindung;

Figur 8

eine Ansicht entsprechend Figur 5 der zweiten Ausführungsform der Erfindung;

Figur 9

eine Ansicht einer gegenüber Figur 6 abgewandelten dritten Ausführungsform der Erfindung;

Figur 10

eine Ansicht entsprechend Figur 7 der Ausführungsform gemäß Figur 9;

Figur 11

eine Draufsicht entsprechend Figur 8 der Ausführungsform gemäß Figur 9 und

Figur 12

eine Detailansicht des oberen Bereichs der Ausführungsform gemäß Figuren 1 bis 5.

The invention will be explained below by way of example with reference to the accompanying figures. They show:

FIG. 1

an exploded view of a first embodiment of a guard rail assembly according to the invention in side view;

FIG. 2

a front view of the marked in Figure 1 with II area;

FIG. 3

a front view of the guard rail assembly shown in Figure 1 in the assembled state;

FIG. 4

a side view of Figure 3 viewed along section line IV-IV;

FIG. 5

a plan view of the guard rail assembly shown in Figure 3;

FIG. 6

a view corresponding to Figure 3 of a second embodiment of the invention;

FIG. 7

a view corresponding to Figure 4 of the second embodiment of the invention;

FIG. 8

a view corresponding to Figure 5 of the second embodiment of the invention;

FIG. 9

a view of a modified compared to Figure 6 third embodiment of the invention;

FIG. 10

a view corresponding to Figure 7 of the embodiment of Figure 9;

FIG. 11

a plan view corresponding to Figure 8 of the embodiment of Figure 9 and

FIG. 12

a detailed view of the upper portion of the embodiment according to figures 1 to 5.

In Figure 1, a guard rail assembly according to the invention is generally designated 10 and shown in side view. For ease of description, reference is additionally made to FIGS. 2 to 5.

The protective barrier arrangement 10 according to FIGS. 1 to 5 comprises a plurality of profile posts 12, which are embedded in a base U and anchored therein. The profile posts 12 project by a length I over the underground U. They have substantially in cross-section a C-profile. In the area in which the profile posts 12 dip into the substrate U, this is provided on each profile post in each case a reinforcing plate 14 which is welded onto the open profile side of the profile posts 12. The reinforcing plates 14 have a plurality of bores 16 which influence the deformation behavior of these reinforcing plates 14. By selective choice and dimensioning of the holes 16, the containment level of the guard rail assembly 10 can be influenced.

At the profile post, a first guard rail 18 and a second guard rail 20 is attached. The protective barrier strands 18 and 20 are composed in groups of protective barrier elements which are connected to one another at their joints by means of screws 22.

The first guard rail 18 is mounted slightly below the middle of the length I to the profile post 12. For attachment of the protective barrier strand 80, two spacer elements 24, 26 are provided. The first spacer element 24 can be attached via predetermined breaking screws 28 to the profile post 12, as shown in FIG. The second spacer element 26 is fixedly connected to the first spacer element via a welded connection 30. As can be seen from FIG. 1, the spacer element 26 is formed by a hollow hexagonal polygonal profile with regular side surfaces, resulting in a honeycomb shape. However, the two spacer elements 24 and 26 are rotated in their orientation by 90 ° to each other, so that you can see in the illustration of Figure 1, the spacer element 24 in a side view and the spacer element 26 with respect to the polygonal profile in a plan view. Due to their regular training, the breakaway screws 28 and the Weld 30 provided on opposite side surfaces of the hexagonal polygon profile. Furthermore, the protective barrier string 18 is attached via predetermined breaking screws 32 to a polygonal side, which lies opposite the polygon side of the spacer element 26 having the welded connection 30.

It should be noted that the side lengths a and height h of the two spacers 24 and 26 are substantially equal so that the polygon sides are substantially square. By such a regular configuration results in a width d of each spacer element 24 and 26. In the arrangement chosen in Figure 1 so when mounting the spacer element 24 on the profile post 12 and when attaching the protective barrier strand 18 to the spacer element 26 of the protective barrier strand 18 in a Distance of about 2d held by the profile post 12.

Turning now to the upper barrier rail 20, it can be seen that this is connected via a connecting string at 34 with the profile post 12. The connecting string 34 extends parallel in the longitudinal direction A of the protective barrier strand 20 without interruption. In the area of the profile posts, in each case a clamping plate 36 is inserted into the C-profile-shaped connecting strand 34, which can otherwise be assembled by the weft, which serves to clamp on the profile post 12 in cooperation with connecting screws 38. The connecting screw 38 is designed as a breakaway screw. At the side facing away from the protective barrier strands 18 and 20, a rear connecting strand 40 is attached to the profile post 12 in the same way as the connecting strand 34.

Between two profile posts connecting profiles 42 are again inserted at regular intervals - as shown in Figure 5 - between the two connecting strands 34 and 40, which stabilize the arrangement.

The assembled arrangement is shown in Figures 3 to 5 in different views.

The protective barrier arrangement according to the invention according to FIGS. 1 to 5 has the advantage that by means of the spacer elements 24 and 26 the protective barrier strand 18 can be mounted at a distance from the profile posts 12. Because of the formation of the spacer elements 24 and 26 of a polygonal hollow profile, in the case shown a polygonal regular hexagonal profile, it is possible in a collision of a vehicle according to arrow P first impact energy by deformation the spacer elements 24 and 26 to absorb. The individual kinks of the polygonal profiles act as desired kinks and ensure a targeted deformation. Due to the mutually twisted alignment of the two spacer elements 24 and 26 can be avoided that the guard rail 18 under the action of impact forces according to arrow P too much up or down evades and thus migrates to a position that may be limited only for receiving further impact forces suitable or unsuitable. In particular, can be prevented by this directed deformation of the spacer elements 24 and 26, ie by a yielding yield of the protective barrier strand 18 receiving impact energy, underrunning the guard rail assembly 10 or a sliding of the vehicle on the guard rail assembly 10. Only when the two spacer elements 24 and 26 are so strongly deformed that the protective barrier strand 18 substantially abuts against the profile post 12, further impact forces cause the profile post 12 deformed, that is, according to arrow R tilts away backwards. This buckling of the profile post 12 is restricted by the reinforcing plate 14. If, however, the impact forces are so high that individual profile posts 12 completely buckle, the predetermined breaking screws 28 and 34 and 40 break and release the guard rail strands 18 and 20 from the profile posts. The guardrail strands 18 and 20 are held by the surrounding substantially intact profile posts at a substantially unchanged height with respect to the ground U, so that they can keep the impacting vehicle on the roadway as self-supporting safety barrier strands in the style of drawstrings.

In addition to the protective barrier string 18, the protective barrier string 20 plays an essential role, the tensile strength of which is significantly increased by the two connecting strands 34 and 40. In this context, it should again be pointed to the connection profiles 42, which hold the two connecting strands 34 and 40 in a predetermined relative position to each other and thus in turn ensure a targeted tensile load.

As explained above, the guard rail assembly 10 according to Figures 1 to 5 shows a staggered behavior to the effect that first occurs in an impact according to arrow P, a first contact with the protective barrier 18, wherein at sufficiently large impact forces the spacers 24 and 26 are deformed. Finally, the spacer elements 24 and 26 can no longer be deformed, so that the protective barrier strand 24 and 26 rests against the profile posts 12 by means of the already deformed spacer elements. Is this Point reached, the vehicle also comes into contact with the upper guard rail 20. If not all impact forces are still compensated in this state, so there is a deformation of the profile posts 12, that is to a buckling according to case R, starting from a certain Buckling break the breakaway screws 28 and 38 and provide for a detachment of the guard rail strands 18 and 20 of the profile post 12.

The arrangement shown, in particular, is advantageous in that, with a simple structure and cost-effective production, it has a comparatively low weight and is thus easy to assemble. In addition, it offers various possibilities for confectioning, in particular by different choice and arrangement of individual spacers 24 and 26. Thus, the distance between protective barrier 18 and profile post 12 can be increased by using more spacers or omitted by omitting one of the spacer elements 24 and 26.

Overall, a cost-effective essentially freely configurable modular system results for a guard rail arrangement which ensures a high degree of containment and, due to the deformation capacity of the spacer elements 24 and 26 and possibly further spacer elements, also keeps the impact severity within acceptable limits.

The protective barrier arrangement 10 according to the invention can be assembled as required. Thus, for example, it is possible to increase the number of profile posts 12 in order to achieve high containment levels and to reduce the distance between posts.

Figures 6 to 8 show a modified form of the guard rail assembly. In the following, the same reference numerals as in the description of the first embodiment according to Figures 1 to 5 are used, but preceded by the numeral "1". To avoid repetition, only the differences from the embodiment according to Figures 1 to 5 will be described.

The embodiment according to FIGS. 6 to 8 differs from the embodiment according to FIGS. 1 to 5 in that it is realized on two sides. Thus, the embodiment according to FIGS. 6 to 8 can be used for securing a center strip between two lanes, for example two oppositely running lanes of a freeway, whereas the embodiment according to FIGS. 1 to 4 for lateral securing on a movable edge without adjacent lanes Let lane einsezten. Due to this embodiment, in addition to the guard rail strands 118 and 120, further guard rail strands 148 and 150 are provided in FIG. The guard rail 148 is attached via additional spacers 152, 154 at a distance from the profile post 112 thereto. Furthermore, the guard rail 150 is attached via the connecting cord 140 at the free upper end of the profile post 112. The arrangement is essentially symmetrical, as can be seen in FIG.

The function of the embodiment according to Figures 6 to 8 coincides with the preceding description for the embodiment according to Figures 1 to 5, but it acts on two sides.

FIGS. 9 to 11 show a further embodiment variant of the protective barrier arrangement according to the invention. To avoid repetition, the same reference numerals are used as previously in the description of the embodiments according to Figures 1 to 8, but preceded by the numeral "2". Only the differences to these should be described.

The embodiment according to FIGS. 9 to 11 differs from the exemplary embodiment according to FIGS. 6 to 8 only in that the two lower guard rail strands 218 and 248 are mounted at different heights. This results from the fact that guard rail assembly 210 is disposed in a mounting situation between two lanes F ₁ and F ₂ , which lie with a height offset to each other. In particular, Figure 10 shows the great variability in the use of the protective barrier arrangement according to the invention. The guard rail 248 with its spacer elements 252, 254 can be mounted almost arbitrarily in the deviating from the guard rail 218 height of the profile post 212.

Another advantage of the invention is that individual components can be easily removed for maintenance or repair purposes. Thus, it is possible, for example, to replace deformed spacers 224 and 226 locally due to a slight impact, without, for example, the protective barrier 220 being affected by the maintenance or repair.

Figure 12 shows again in an enlarged scale the design of the free upper end of the profile post 12 for attachment of the upper guard rail 20. As stated, are both sides of the profile post 12 on the predetermined breaking screws 38 and the internally threaded clamping plates 36, the two connecting strands 34 and 40 attached. At the connection string 34, which extends without interruption parallel to the protective barrier string 20, the protective barrier string 20 is fastened via stable connecting elements 46.

It should be noted with respect to the guardrail 20 that it is W-shaped, with the profile-free ends 60, 62 slightly bent inwardly. This gives the protective barrier 20 additional stability.

Claims (15)

Guard rail assembly (10; 110; 210) for a vehicle restraint system for securing roadways with - a plurality of profile posts (12; 112; 212) anchored or anchored in a subfloor (U), - At least one along a longitudinal axis (A) extending guard rail (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) and with - at least one spacer element (24, 26, 124, 126, 152, 154, 224, 226, 252, 254), by means of which the protective barrier strand (18, 20, 118, 120, 148, 150, 218, 220, 248, 250 ) is coupleable or coupled to one of the profile posts (12; 112; 212), at least one spacer element (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) being arranged between one of the profile posts (12; 112; 212) and the at least one protective barrier strand (18, 20; 120, 148, 150, 218, 220, 248, 250), and wherein the at least one spacer element (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) is configured to be itself deformed depending on the impact,
characterized in that the at least one spacer element (24, 26, 124, 126, 152, 154, 224, 226, 252, 254) is formed in cross section with a closed polygonal profile with predetermined kinks, wherein a first polygon side on the associated profile post (12; 112; 212) is attached or attachable and wherein a further polygon side for connection to the at least one guard rail (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) is formed. A guard rail assembly (10; 110; 210) according to claim 1,
characterized in that the polygonal profile has the shape of a, preferably regular, hexagon. A guard rail assembly (10; 110; 210) according to claim 1 or 2,
characterized in that in each case a plurality of spacer elements (24, 26, 124, 126, 152, 154, 224, 226, 252, 254) for the connection between one of the profile posts (12, 112, 212) and the protective barrier strand (18, 20 118, 120, 148, 150, 218, 220, 248, 250), adjacent spacer elements (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) are interconnected via polygon sides, preferably welded together. A guard rail assembly (10; 110; 210) according to claim 3,
characterized in that the polygon sides of the spacer elements (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) are substantially square when viewed in a frontal view. A guard rail assembly (10; 110; 210) according to claim 3 or 4,
characterized in that each of the spacer elements (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) has a polygonal profile axis, the polygonal profile axes defining at least two of the spacer elements between one of the profile posts (12; 112; 212) and the guard rail (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) are substantially parallel to each other. A guard rail assembly (10; 110; 210) according to any one of claims 3 to 5,
characterized in that each of the spacer elements (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) has a polygonal profile axis, the polygonal profile axes defining at least two of the spacer elements between one of the profile posts (12; 112; 212) and the guard rail (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) are substantially skew, in particular orthogonal, to each other. A guard rail assembly (10; 110; 210) according to any one of the preceding claims,
characterized in that the spacer element (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) facing the profile post (12; 112; 212) is connected to the profile post (15) via at least one predetermined breaking screw (28). 12, 112, 212) is fastened or fastened. A guard rail assembly (10; 110; 210) according to any one of the preceding claims,
characterized in that the spacer element (24, 26, 124, 126, 152, 154, 224, 226, 252) facing the at least one protective barrier strand (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) , 254) via at least one predetermined breaking screw (32) on the at least one protective barrier string (18,20, 118, 120, 148, 150, 218, 220, 248, 250) is fastened or fastened. A guard rail assembly (10; 110; 210) according to any one of the preceding claims,
characterized in that a first guard rail string (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) spaced from a free end of the profile posts (12, 112, 212) by means of at least one spacer element on the A second guard rail (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) in the region of the free end of the profile posts (12, 112, 212) attached to this. A guard rail assembly (10; 110; 210) according to claim 9,
characterized in that the second guard rail (18, 20, 118, 120, 148, 150, 218, 220, 248, 250) by means of a longitudinal axis of the guard rail extending, in cross section preferably C-shaped, front-side connecting strand (34; 234) is connectable or connected to the profile posts (12; 112; 212). A guard rail assembly (10; 110; 210) according to claim 10,
characterized in that on the side of the profile posts (12; 112; 212) facing away from the second guard rail (18,20; 118,120,148,150; 218,220,248,250), a rear connecting strand (40,140,240 ) attachable or attached. A guard rail assembly (10; 110; 210) according to claim 9 or 10,
characterized in that the front or / and rear connecting strand (34, 40, 134, 140, 234, 240) in each case via predetermined breaking screws (38) with the profile posts (12, 112, 212) is connected. A guard rail assembly (10; 110; 210) according to any one of claims 10 to 12,
characterized in that the front and the rear connecting strand (34, 40, 134, 140, 234, 240) in a lying between two adjacent profile post area via at least one connecting profile (42, 142, 242), preferably with the intermediary of available connecting elements with each other are connected. A spacer (24, 26, 124, 126, 152, 154, 224, 226, 252, 254) for a vehicle restraint system comprising a guardrail assembly (10, 110, 210) according to any one of the preceding claims, wherein the spacer element (24, 26, 124 , 126, 152, 154, 224, 226, 252, 254) is designed such that it deforms depending on the impact,
characterized in that the spacer element (24, 26, 124, 126, 152, 154, 224, 226, 252, 254) is formed in cross-section with a closed polygonal profile with predetermined kinks, wherein a first polygon side on an associated profile post (12 112; 212) is mounted or attachable, and wherein another polygon side is adapted for connection to at least one guard rail (18, 20, 118, 120, 148, 150, 218, 220, 248, 250). A vehicle restraint system comprising a guardrail assembly (10; 110; 210) according to any one of claims 1 to 12 and a spacer element (24, 26; 124, 126, 152, 154; 224, 226, 252, 254) according to claim 13.

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