EP2148008B1 - Guardrail assembly - Google Patents

Description

The invention relates to a guard rail arrangement for roadways, in particular for use at the edge of the road, at the median strip or for securing danger spots, according to the preamble of Anpruches. 1

Such a guard rail arrangement is for example from the EP 1 640 504 A1 known. This serves to safeguard roadways, in particular, to prevent a vehicle from leaving the area of the roadway and, for example, from falling over an embankment or a bridge. Apart from this, however, such a guard rail arrangement should also be designed so that it absorbs impact forces as much as possible so as to minimize the burden on passengers when impact.

Such protective barrier arrangements therefore frequently have deformation elements which serve purposefully to absorb impact forces by elastic and plastic deformation. Such deformation elements are for example from the WO 97/26411 , of the EP 1 719 840 A2 and the DE 38 09 896 A1 known.

The already mentioned at the beginning EP 1 640 504 A1 also discloses such a tubular deformation element, but this is formed in contrast to the other prior art in cross section as a closed polygonal profile with predetermined kinks. As a result, an advantageous deformation behavior is to be achieved, with great flexibility in the assembly and packaging options are also sought. The predetermined bending points in this deformation element designed as a regular hexagonal profile are formed by the edges of the hexagonal profile and are thus geometrically predetermined by the cross-sectional configuration of the deformation element.

In practice, however, it has been shown that only a comparatively small impact energy can be absorbed by these hexagonal profile deformation elements, since this hexagonal tube is simply flattened even at a relatively low moment action until the polygon side facing the guardrail rests against the polygon side facing the post. Despite the predetermined bending points thus given in this state of the art and the associated influenceability of the deformation behavior, the structure of the guard rail arrangement according to FIG EP 1 640 504 A1 therefore not proven in practice.

From the US 2,078,704 In general, a guard rail arrangement with annular deformation elements, whose axes are aligned vertically.

Further, the document discloses EP 1 391 558 A1 a guard rail assembly with deformation elements with a polygonal cross-section. In some embodiments, these are designed with predetermined kinks to achieve a predetermined plastic deformation behavior in the event of an impact.

The EP 1 624 111 A2 Finally, discloses a protective barrier arrangement according to the preamble of claim 1 in which a plurality of guardrails are attached to a post, wherein in the region of the lowermost guardrail additionally deformation elements between the posts and the guardrail are used. These are tubular and arranged in the system so that its axis extends horizontally, so that their open ends on the one hand to the respective post and on the other hand, the guard rail facing. The deformation elements also have predetermined bending points in the form of openings or the like. In the event of an impact, the deformation elements deform in the axial direction in such a way that they unfold along predetermined bending points. The present invention is based on this prior art.

The invention is therefore the object of developing a generic guard rail assembly such that it has an improved deformation behavior for receiving an impact energy.

This object is achieved by a protective barrier arrangement with the features of claim 1.

According to the invention, it is thus provided for the first time to provide predetermined bending points in the case of deformation elements with an annular cross section and a vertically aligned axis. These are not formed by the cross-sectional geometry, such as at the edges of the hexagonal deformation elements according to the EP 1 640 504 A1 , but by targeted weakening of the wall geometry in the range of predetermined bending points.

This results in surprising interactions, as was recognized within the scope of the invention. In the conventional deformation elements with an annular cross-section, the pressure generated on the guard rail due to an impacting vehicle results in bending moments in the deformation tube which, viewed over the pipe cross-section, reach the maximum size in the region in which the wall of the tubular deformation element penetrates same direction as the force entry at the guardrail. In general, these are the areas in the pipe cross section, which are located centrally between the coupling point of the guardrail and the coupling point of the post to the deformation element. In a conventional, unattenuated pipe cross-section is then at this point on both sides of the deformation element, a plastic flow joint, which absorbs the impact energy as the compression progresses. The remaining pipe cross-section, however, is predominantly deformed only elastically and therefore absorbs hardly any impact energy.

By inventively provided weakening of the wall geometry at the predetermined buckling points, the formation of the first flow joint pair is not in the area in which the wall is the same direction to force entry, but at the weakened predetermined bending points. Due to the reduced resistance given here, the points with the largest bending moments can be found here. With progressive deformation and plastic flow in the region of the predetermined buckling occurs due to the self-adjusting deformed tube geometry, at these points a relief, so that then adjusts in the range of the next, highest bending moment stress another pair of wing joints. Similar to conventional deformation elements, this second flow joint pair can come to lie in the region of the residual cross section, in which the wall of the deformation element is substantially the same direction for the action of force.

According to the invention is thus achieved that when compressing a deformation element several plastic joints are activated sequentially cascade. Thus, larger pipe sections take part in the absorption of impact energy by internal plastic deformation work, as is the case in the prior art, in which the majority of the cross-section experiences only elastic deformation.

The predetermined bending points are each offset by a predetermined angle between 20 ° and 70 ° to the attachment point of the deformation elements on the post. It has been shown that particularly favorable bending moment curves can be achieved by the arrangement of the predetermined bending points in this region, which has an effect, in particular, on a favorable interaction of the cascaded successive activated plastic joints. Thus, the deformation behavior can be set particularly favorable.

Thus, according to the invention, a significantly improved deformation behavior of a deformation element of a protective barrier arrangement is surprisingly achieved.

Advantageous developments of the protective barrier arrangement according to the invention are the subject matter of the dependent claims 2 to 10.

Thus, the predetermined bending points may be formed by recesses on at least one edge of the tubular deformation elements. Then they can be produced with very low manufacturing effort. In addition, by simply dimensioning the same, the deformation behavior of the deformation element can be adjusted in a targeted manner.

Alternatively or additionally, it is also possible for the predetermined kinks to be defined by openings, such as e.g. Holes, slots, slots or the like are formed in the wall of the tubular deformation elements. This also makes it possible to produce the desired weakening of the wall geometry of the deformation elements according to the invention at the predetermined bending points with little manufacturing effort. Likewise, the deformation behavior can be controlled specifically.

If the predetermined bending points are arranged symmetrically to the attachment point of the deformation elements on the post, results in a uniform deformation behavior regardless of the direction of the impact. This configuration is preferable for most use cases to achieve a comprehensive security effect.

In practical experiments it has been shown that an arrangement of the predetermined bending points in a range between 30 ° and 60 ° offset from the attachment point of the deformation elements on the post is preferable, with a positioning of about 45 ° offset from the attachment point particularly favorable effects in practical Try have shown.

In this case, it is also possible that the deformation elements are formed from sheet metal strips, wherein the ends of the sheet metal strip overlap. In this way, the deformation elements manufacturing technology can be provided particularly favorable. In particular, however, it is also possible to design deformation elements with different diameters especially for the particular application with little manufacturing effort from a sheet metal material. It has also proven to be advantageous if the overlapping ends of the sheet metal strips are located in the mounting region of the guardrail, as this results in a particularly good stabilization of the arrangement.

In this case, it is also possible in particular for elongated holes for fastening elements to be formed in the overlapping ends of the metal strip formed into a tube are formed. For this purpose, it has been shown in practical experiments that the elongated hole connection proposed according to the invention makes it possible to slip at the connection point in the course of the deformation of the deformation tube as a result of the impact energy. In this case, the sheet metal ends can move against each other with progressive depression of the deformation element, which are activated by the applied during assembly Voranziehmoment a connecting screw sliding friction forces in the joint between the two ends of the sheet metal strip. These additionally perform an internal deformation change work with a sliding movement of these ends of the metal strip running against each other and thus contribute to the absorption of the entire impact energy at the deformation element. As a result, the absorption effect on the protective barrier arrangement according to the invention can be further improved.

Furthermore, it is advantageous if the deformation elements are fastened directly to the post, since the guard rail arrangement can then be built as a whole slim, i. the supernatant to the street can be kept low.

It is a further advantage if the protective barrier arrangement according to the invention also has a stiffening element which is arranged within a deformation element. As a result, the deformation behavior in this area can be further improved since the cascade-like deformation mode provided according to the invention is expanded. In particular, a predetermined by the geometry of the stiffening element deformation path is thereby activated with an additional deformation resistance. Thus, overall a gradually stiffening behavior of the deformation element is achieved, this being done in several stages.

It has proven to be particularly advantageous if the stiffening element has an angular portion, the tip of which faces away from the guardrail. Then, this tip of the angle section is pressed in the course of the deformation as a result of a collision from a predetermined time against the wall of the deformation element in the region of a post before the stiffening element then also plastically deformed. At the attachment points of the stiffening element in Each deformation element thus creates an additional flow joint pair, which further supports the absorption of the impact energy.

Fig. 1

eine Vorderansicht einer erfindungsgemäßen Schutzplankenanordnung;

Fig. 2

eine Draufsicht auf die Schutzplankenanordnung gemäß Figur 1;

Fig. 3

eine Seitenansicht der Schutzplankenanordnung gemäß Figur 1;

Fig. 4

ein vergrößertes Detail der Seitenansicht der erfindungsgemäßen Schutzplankenanordnung;

Fig. 5

eine vergrößerte Draufsicht auf ein Deformationselement der erfindungsgemäßen Schutzplankenanordnung;

Fig. 6

eine Abwicklung des Deformationselements gemäß Figur 5;

Fig. 7

eine Draufsicht einer weiteren Ausführungsform der Erfindung mit einem Versteifungselement in einem Deformationselement;

Fig. 8

eine Draufsicht auf das Versteifungselement; und

Fig. 9

eine Seitenansicht des Versteifungselements gemäß Fig. 8.

The invention will be explained in more detail in exemplary embodiments with reference to the figures of the drawings. It shows:

Fig. 1

a front view of a guard rail assembly according to the invention;

Fig. 2

a plan view of the protective barrier arrangement according to FIG. 1 ;

Fig. 3

a side view of the guard rail assembly according to FIG. 1 ;

Fig. 4

an enlarged detail of the side view of the guard rail assembly according to the invention;

Fig. 5

an enlarged plan view of a deformation element of the protective barrier arrangement according to the invention;

Fig. 6

a settlement of the deformation element according to FIG. 5 ;

Fig. 7

a top view of another embodiment of the invention with a stiffening element in a deformation element;

Fig. 8

a plan view of the stiffening element; and

Fig. 9

a side view of the stiffening element according to Fig. 8 ,

As shown in the FIGS. 1 to 3 For example, a guard rail assembly 1 has a plurality of pillars 2 fixed to the bottom, which are driven into the ground in the example shown.

The guard rail assembly 1 further includes a guardrail 3 and an upper longitudinal spar 4. The guardrail 3 and the longitudinal spar 4 are each shot in a row set profile elements, which thereby extend over the entire length of Schutzplankerlanordnung 1 away.

Between the guardrail 3 and the post 2 is in each case a deformation element 5 is arranged, which is tubular and has a substantially annular cross-section.

As in particular from Fig. 4 can be seen, there is an attachment of the deformation element 5 to an associated post 2 at an attachment point 6, where they come to rest against each other. There, the deformation element 5 is fixed in the example shown by means of two screws on the post 2.

The guardrail 3 in turn abuts an attachment point 7 of the deformation element 5 and is also coupled there via a screw connection.

As further out Fig. 4 can be seen, the upper longitudinal beam 4 is also bolted to the post 2.

Like from the FIGS. 5 and 6 can be seen, the deformation element 5 in the present embodiment, only approximately an annular cross-section, since it is formed of a metal strip 51, as in Fig. 6 is shown in a transaction. This sheet metal strip 51 is thereby transformed in the course of the production of the deformation element 5 such that it assumes a tubular shape, wherein ends 51a and 51b of the sheet metal strip 51 come to lie overlapping each other. in the built-in state, the overlap region is adjacent to the guardrail 3, ie this is there coupled to the deformation element 5.

As in particular from Fig. 6 can be seen, the metal strip 51 recesses 52, which serve to weaken the wall geometry of the Deforinationselements and thus form predetermined bending points S. In the example shown, two cutouts 52 formed by notches are arranged spaced apart from one another from the center of the sheet metal strip 51 at the longitudinal edges thereof. In the middle area are in Fig. 6 also shown two mounting holes 53, by means of which the deformation element 5 in the installed state with an associated post 2 can be screwed. Furthermore, in Fig. 6 In the region of the ends 51a and 51b of the sheet-metal strip 51, elongated holes 54 can be seen, through which the deformation element 5 can be screwed to the guard rail 3.

How out Fig. 5 can be seen, the recesses 52 are in this case by an angle α of about 45 ° offset from the attachment point of the deformation element 5 on the post 2 against a line of action 55 before, which is formed by a connection of the attachment point 6 and the attachment point 7.

In the Fig. 7 . 8 and 9 a stiffening element 8 is shown, which is additionally arranged in the deformation elements 5 according to a further embodiment of the present invention. In this case, it is preferable to provide such a stiffening element 8 in each deformation element 5 of the guard rail arrangement 1, although this is not absolutely necessary.

Like from the Fig. 7 to 9 it can be seen, the stiffening element 8 has an angular portion 81, on whose free legs bent portions 82 and 83 are arranged. In these folds 82 and 83 are also formed holes through which the stiffening element 8 with the wall of the deformation element 5 by screws, rivets or the like can be fastened.

The stiffening element 8 is inserted into the associated deformation element 5 such that the tip of the angular section 81 points away from the guardrail 3 and towards the post 2.

Through this structure, the basic idea of deforming is taken up and continued in a cascade-like manner. In addition to the two pairs of articulated joints in the region of the predetermined bending points, or in the region of the highest bending moment load in the pipe cross-section, an additional Deformafionswiderstand is activated by the deformation element stiffening according to a predetermined by the geometry of the stiffening element 8 deformation by the stiffening element 8 with the tip of the Angular section 81 is pressed onto the pipe wall and in the result thereof, the stiffening element 8 is also plastically deformed.

In addition to this, an additional energy absorption by exploiting the frictional slip at the connection points between the stiffening element 8 and the deformation element 5, d. H. achieved at the local screwing, etc.

Thus, a further improved gradually stiffening behavior of the deformation element 5 is achieved, which is increased in three stages. For the impact of light passenger cars, the initially relatively low deformation resistance minimizes the occupant injury risk (ASI value), whereas with increasing impact energy a higher deformation resistance is activated.

This additional stiffening also has the further advantage that the resulting during the contact of the car tire with the guard rail post acceleration peak compared to conventional systems, such as the rammed Super Rail light variant Applicant fails lower and thus the impact severity can be further reduced.

The invention allows, in addition to the illustrated embodiment, further design approaches.

Thus, the predetermined bending points S may be formed instead of or in addition to the recesses 52 by slots, holes, slots or other openings in the wall of the metal strip 51. In addition, the wall thickness in the region of the predetermined bending points can also be reduced.

Furthermore, it is also not necessary that the deformation element 5 is formed from a formed sheet metal strip; Rather, a conventional tube with an annular cross-section can certainly also be used.

The recesses 52 or bores etc. do not have to be symmetrical to the middle of the sheet-metal strip 51 as in the embodiment shown; they can also be arranged at a different distance to the line of action 55 between the attachment point 6 and the attachment point 7 adjacent to the attachment point on the post.

Furthermore, the angle α between this line of action 55 and the predetermined bending points may take a different dimension than the 45 ° shown.

Furthermore, at the overlapping ends 51a and 51b of the sheet-metal strip 51 no elongated holes 54 must be formed. Instead, conventional holes can be used.

Furthermore, in some applications, the upper longitudinal spar 4 can also be dispensed with.

Moreover, it is also possible to provide a lower longitudinal beam, which is arranged between the deformation element 5 and the post 2 and provides additional stabilization of the arrangement.

In addition, a plurality of deformation elements 5 between a post 2 and a guard rail 3 can be arranged.

Furthermore, a plurality of predetermined bending points S may also be formed on the deformation elements 5 so as to improve the cascading effect in the plastic deformation for load transfer. In this way, the deformation behavior of a deformation element 5 can be set even more precisely.

In addition, however, individual kinks may additionally be present at the at least two predetermined bending points of the deformation element, so that the same results in a one-sided weakening of the deformation element. This is particularly advantageous if an impact is to be expected from one side only.

The posts 2 can also be screwed by means of floor panels with a solid surface or indirectly determined by a rear construction bottom side.

Claims (10)

1. Guardrail assembly (1) for roads, in particular for use on the road side, on the central reservation or for safeguarding danger zones, with:

   a plurality of posts (2) that can be fixed at the base,

   a crash barrier (3), by means of which the posts (2) are connected with one another,
   and

   deformation elements (5), of which at least one is arranged between an associated post (2) and the crash barrier (3),

   wherein the deformation elements (5) are of a tubular design and have at least two pre-determined buckling points (S) that in the tubular cross section are spaced apart from the post (2) and the crash barrier (3),

   wherein the deformation elements (5) have an essentially circular cross section,

   wherein the deformation elements (5), at the pre-determined buckling points (S), have a reduced wall geometry with respect to the other areas, and

   wherein the pre-determined buckling points (S) are closer to an attachment point (6) of a deformation element (5) on the post (2) than to an attachment point (7) on the crash barrier (3),
   wherein

   the pre-determined buckling points (S) on the tubular deformation elements (5) are each offset at a pre-determined angle (α) to the attachment point (6) of the deformation element (5) on the post (2), wherein the angle (α) is between 20° and 70°,

   characterised in that,

   the axis of the tubular deformation element (5) is vertically aligned.
2. Guardrail assembly according to claim 1, characterised in that the pre-determined buckling points (S) are formed by notches (52) on at least one edge of the tubular deformation element (5).
3. Guardrail assembly according to claim 1 or 2, characterised in that the pre-determined buckling points (S) are formed by openings, in particular holes, in the wall of the tubular deformation element (5).
4. Guardrail assembly according to one of claims 1 to 3, characterised in that the pre-determined buckling points (S) are arranged symmetrically to the attachment point (6) of the deformation element (5) to the post (2).
5. Guardrail assembly according to one of claims 1 to 4, characterised in that the angle (α) is between 30° and 60° and in particular is ca. 45°.
6. Guardrail assembly according to one of claims 1 to 5, characterised in that the deformation elements (5) are formed from sheet metal strips (51), wherein the ends (51 a, 51 b) of the sheet metal strip (51) overlap one another, preferably at the attachment point (7) of the crash barrier (3).
7. Guardrail assembly according to claim 6, characterised in that slot holes (54) for fastening elements are formed in the overlapping ends (51a, 51 b) of the sheet metal strip (51) shaped into a tube.
8. Guardrail assembly according to one of claims 1 to 7, characterised in that the deformation elements (5) are fastened directly to the post (2).
9. Guardrail assembly according to one of claims 1 to 8, characterised in that it additionally has a stiffening element (8) that is located inside a deformation element (5).
10. Guardrail assembly according to claim 9, characterised in that the stiffening element (8) has an angular section (81), whose tip points away from the crash barrier (3).

Images