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EP2706145B1 - Système de retenue de véhicule - Google Patents

Système de retenue de véhicule Download PDF

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Publication number
EP2706145B1
EP2706145B1 EP13183796.5A EP13183796A EP2706145B1 EP 2706145 B1 EP2706145 B1 EP 2706145B1 EP 13183796 A EP13183796 A EP 13183796A EP 2706145 B1 EP2706145 B1 EP 2706145B1
Authority
EP
European Patent Office
Prior art keywords
profile
restraint system
vehicle restraint
guardrail
post
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP13183796.5A
Other languages
German (de)
English (en)
Other versions
EP2706145A2 (fr
EP2706145A3 (fr
Inventor
Christian Mader
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voestalpine Krems Finaltechnik GmbH
Original Assignee
Voestalpine Krems Finaltechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voestalpine Krems Finaltechnik GmbH filed Critical Voestalpine Krems Finaltechnik GmbH
Priority to PL13183796T priority Critical patent/PL2706145T3/pl
Priority to SI201331338T priority patent/SI2706145T1/sl
Priority to RS20190151A priority patent/RS58395B1/sr
Publication of EP2706145A2 publication Critical patent/EP2706145A2/fr
Publication of EP2706145A3 publication Critical patent/EP2706145A3/fr
Application granted granted Critical
Publication of EP2706145B1 publication Critical patent/EP2706145B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a vehicle restraint system.
  • plank profile of which has a central plank bridge and plank limbs adjoining the plank bridge above and below eg: A-profile
  • EP1564334A1 it is known from the prior art (EP1564334A1 ), to let projecting tabs on its closed hollow profile, which can be tightened to the shape of the guard rail according to the guardrail.
  • the two tabs of the spacer are fastened to the upper half of the guardrail.
  • the lower half of the guardrail is thus freely deformable, which increases the damping effect of the guardrail in an impact.
  • a contact of an impacting vehicle with the post can not completely exclude such a vehicle restraint system, which is also not required by such vehicle restraint systems.
  • a vehicle restraint system according to the preamble of claim 1 is known from FR 1 304 119 A known.
  • the invention has therefore based on the above-described prior art, the task of constructively modify a vehicle restraint system such that the risk of contact of an impacting vehicle can be reduced with a provided behind the guard rail posts.
  • the invention solves the problem set by the features of claim 1.
  • the deformation behavior of the vehicle restraint system can initially be modified in a structurally simple manner from the resulting additional stiffening in such a way that a reduction in the risk of post contact of an impacting vehicle can be expected.
  • the spacers can support the crash barrier so that mechanically improved in its upper and lower profile expression and thus fix it.
  • the profile shape of the protective barrier can thus also be preserved and thus lead to an advantageously high resistance moment of the vehicle restraint system.
  • the latter can be ensured even at different impact angles, since the shear centers of the profiles of at least two spacers are offset from one another horizontally.
  • a different buckling behavior of the spacers can namely be used to maintain the distance of the guardrail against the post or to secure.
  • an unwanted threading of an impacting vehicle with a guard rail can thus be avoided.
  • An abrupt deceleration of the vehicle and thus increased occupant loads can be excluded so advantageous.
  • the vehicle restraint system according to the invention can therefore be characterized by ensuring a comparatively high level of safety.
  • the construction conditions can be further simplified if the spacers each have a single symmetrical profile.
  • such spacers can allow comparatively simple installation conditions.
  • a U-profile can be distinguished in particular.
  • the number of different components and subsequently the manufacturing cost of the vehicle restraint system can be reduced by the spacers are the same in their profile.
  • a horizontal displacement of the shear centers of the profiles of the spacers to each other can be achieved by the spacers are mutually reversed arranged between posts and crash barrier.
  • the installation and maintenance of the vehicle restraint system can be considerably facilitated by these same spacers.
  • a particularly high free deformability of the spacers may result if the two spacers between the posts and the guardrail are arranged one below the other.
  • a mutual obstruction of the spacers can thus be excluded in their buckling behavior. This can further increase the safety of a vehicle restraint system, especially as it is also to be expected with a reproducible behavior of the spacer in an impact.
  • the rigidity of the connection of the guardrail to the or the post can be further increased.
  • this wider connection of the spacer to the guardrail ensures a higher resistance to evasion of the spacer in case of deformation of the guardrail.
  • this can also reduce the risk that the spacer of the guard rail protrudes after an impact in the direction of the road. The safety of the vehicle restraint system can thus be further improved.
  • each a flange of the two spacers is firmly connected to the edge region of the two Plankenschenkel the guardrail. This can ensure that even deformations of the edge region of the guardrail are taken up by the spacers and an escape of the guardrail is prevented. The risk of unwanted threading can thus be further reduced.
  • the restraining effect of the vehicle restraint system can be increased if the vehicle restraint system has a plurality of posts with an open post profile, a support profile spanning the top of the posts, and fasteners provided between the support profile and posts, each having two mounting brackets and connectors provided to both post legs of the post profile. connect the angle legs of the respective mounting bracket with support profile or with posts so positively and positively, that in a collision-related loosening their non-positive connections an approved relative movement between the support section and post is limited by the positive connection.
  • the force acting on the guardrail impact forces can be initiated over a longer range of the vehicle restraint system, and the guardrail be supported in the Switzerlandbandfunktion.
  • this does not suffer from the functionality of the protective barrier.
  • the inventive limited mobility of the support profile relative to the post may be sufficient to reduce impact loads in all directions of the vehicle restraint system, without having to fear a loosening of the fastener and so breaking through an impacting vehicle.
  • the post can be stiffened against torsion by supporting profile and posts are parallel to the mounting brackets with a connecting element positively and positively connected.
  • a connecting element positively and positively connected may be provided in this connection that support section and posts are so non-positively and positively connected, that in an impact-related release of the non-positive connection, an approved relative movement between the support section and post by the positive connection is limited.
  • a limited mobility of support profile and posts can be approved or provided in a structurally simple manner, if each connecting element passes through at least one slot.
  • This slot can be provided on the support section, posts or on the mounting bracket.
  • each connecting element Passing through each connecting element two longitudinally inclined to each other extending slots, a multi-axis mobility of support section and posts can be created.
  • the impact energy can dissipate in different directions of movement by releasing the non-positive connections.
  • a comparatively high performance, as known from vehicle restraint systems of containment level H4B, can be achieved thereby.
  • a comparatively high dimensional stability of the vehicle restraint system can result if the carrying profile bears against the post.
  • This dimensional stability can be further increased if the angle legs of the respective mounting bracket abut the support section or the post.
  • Fig. 1 illustrated vehicle restraint system 1 for a non-illustrated roadway has a plurality of posts 2, which are anchored in the ground 3.
  • a protective barrier 4 is provided, which is secured via spacers 5 and 6 to the post 2.
  • the vehicle restraint system 1 is also assigned a support profile 7, which spans the posts 2 and is firmly connected thereto.
  • the guardrail 4 shows a two-wave plank profile, as in particular in Fig. 3 can be recognized. This plank profile is formed from a central plank web 8 and from, to the plank web 8 above and below subsequent plank legs 9, 10. The adjoining the concave plank web 8 convex plank legs 9, 10 run the road partially to.
  • the spacers 5, 6 both have a profile 11, 12 and in each case a shear center M1, M2, as this particular after Fig. 2 is apparent.
  • a shear center M1, M2 as this particular after Fig. 2 is apparent.
  • flanges 13, 14 and 15, 16 which are firmly connected to a plank leg 9 and 10 of the guardrail 4.
  • the vehicle restraint system 1 is significantly stiffened by two spacers 5 and 6 are provided between each post 2 and the guardrail 4, which are open in its cross section, as shown in FIG Fig. 2 shown U-profiles can be seen.
  • the two spacers 5 and 6 are each connected to the upper and lower Plankenschenkel 9, 10 of the guardrail 4.
  • the shear centers M1, M2 of the profiles 11, 12 of the spacers 5, 6 are arranged offset from each other horizontally, whereby the spacers 5, 6 a different Buckling behavior can be imposed. Thus, a distance between guardrail 4 and post 2 can be ensured improved.
  • the vehicle restraint system 1 according to the invention is therefore characterized by a high degree of safety.
  • the simply symmetrical profiles 11, 12 (for example: U-profiles) of the spacers 5, 6 offer a comparatively high mechanical rigidity in spite of reduced mass compared with other profile shapes.
  • the same profile 11, 12 of the spacers 5 and 6 also offers the option to arrange the spacers 5, 6 inverted between the post 2 and the protective barrier 4. As in Fig. 2 To recognize the spacers are rotated counter to their horizontal axis and thus arranged reversed to each other. Thus, a displacement of the shear centers M1, M2 of the profiles 11, 12 is created in a structurally simple manner. In addition, this measure leads to a reduction in the number of different components on the vehicle restraint system 1.
  • the two spacers 5, 6 are arranged between the posts 2 and 4 guardrails with each other, so that they also with two flanges 13, 14 and 15, 16, which protrude from the upper and lower edges 17, 18 of the respective profile, the guardrail 4 wide can take.
  • the flanges 13, 14 and 15, 16 fixedly connected to the relevant Plank legs 9 and 10 via screw.
  • FIG. 4 To Fig. 4 is to recognize the C-profile of the post 2, which is shown by the support section 7 - torn open in the area of the post 2 -, is spanned. Between the support section 7 and the post 2 fasteners are arranged.
  • the fastening means include two mounting brackets 19 and 20, and a plurality of connecting elements 21, which are designed as screw. These connecting elements 21 connect the angle legs 22, 23 of the respective mounting bracket 19 and 20 with support profile 7 or post 2 positively and positively - and Although such positive and positive locking that in a collision of a vehicle solves the non-positive connection of the connecting elements 21 and support section 7 and 2 posts can move against each other, on the one hand to distribute the impact energy over the length of the vehicle restraint system 1 and reduce.
  • the support section 7 is connected to the post 2. Again, the support section 7 so positively and positively connected to the post 2 via a connecting element 21, that in an impact-related release of the non-positive connection, an approved relative movement between the support section 7 and post 2 is limited by the positive connection.
  • FIGS. 1 . 3 and 4 passes through each connecting element two longitudinally inclined to each other extending slots.
  • Fig. 4 is a deviating from the right angle inclination of the slots 24 can be seen.
  • the other slots 24 - two slots 24 for a connecting element 21 - are the sake of simplicity normal to each other.
  • a multi-axis relative movement between the support section 7 with post 2 is possible, whereby impact energy is reduced by all components 2 and 7 of the vehicle restraint system in all directions.
  • the support section 7 is located on the post 2 in its front region, as in Fig. 3 can be recognized.
  • the angle legs 22, 23 of the respective mounting bracket 19, 20 are located on the support section 7 or on the post 2, wherein the mounting bracket 19, 20 are designed as L-profile, as shown Fig. 1 can be seen.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (15)

  1. Système de retenue pour véhicule comportant au moins un poteau (2) avec au moins un garde-corps (4) dont le profil de la planche comporte un bord de planche central (8) et des pieds de planche (9, 10) adjacentes, qui courent au moins partiellement dans la chaussée, et au moins une entretoise (5, 6) reliée de manière fixe à un poteau (2) et à une barrière de sécurité (4) et présentant un profilé (11, 12) avec un centre de cisaillement (M1, M2) et au moins un profilé (11, 12) à rebord saillant (13, 14 ou 15, 16), reliée fixement à l'un des branches (9, 10) de la barrière de protection (4), dans lequel entre les poteaux (2) et le rail de protection (4), au moins deux, chacun présentant un profil ouvert transversalement (11, 12) ayant des entretoises (5, 6) sont prévus, dont au moins une entretoise (5) avec son profil (11) s'abstiennent et le flasque (13, 14) avec les jambes supérieures (9) du rail de garde ke (4) et au moins une autre entretoise (6) avec son profil (12) la bride (15, 16) avec la branche inférieure (10) de la planche de protection (4) est solidement attachée, caractérisé en ce que les centres de poussée (M1, M2) des profilés (11, 12) d'au moins deux des entretoises (5, 6) sont décalés horizontalement l'un par rapport à l'autre.
  2. Système de retenue de véhicule selon la revendication 1, caractérisé en ce que les entretoises (5, 6) présentent chacune un seul profil symétrique (11, 12), en particulier der profil en U.
  3. Système de retenue de véhicule selon la revendication 1 ou 2, caractérisé en ce que dans son profil (11, 12), les mêmes entretoises (5, 6) sont tournées l'une par rapport à l'autre entre les poteaux (2) et le garde-corps (4).
  4. Système de retenue de véhicule selon la revendication 1, 2 ou 3, caractérisé en ce que les deux entretoises (5, 6) sont disposées entre les poteaux (2) et le garde-corps (4) l'un avec l'autre.
  5. Système de retenue pour véhicule selon l'une des revendications 1 à 4, caractérisé en ce que les entretoises (5, 6) forment chacune deux brides (13, 14 ou 15, 16) séparées des bords supérieur et inférieur (17, 18) du profilé respectif (5, 6). 11, 12) font saillie, dans lequel les deux brides (13, 14 et 15, 16) avec les pieds de planche respectifs (9, 10) de la barrière de protection (4) sont reliées.
  6. Système de retenue de véhicule selon l'une des revendications 1 à 5, caractérisé en ce qu'une bride (13 ou 16) respective des deux entretoises (5, 6) avec la zone de bord des deux des pieds de planche (9, 10) de la barrière de protection (4) est solidement fixée.
  7. Système de retenue de véhicule selon l'une des revendications 1 à 6, caractérisé en ce que la barrière de protection (4) est conçue comme un profilé à deux arbres.
  8. Système de retenue de véhicule selon l'une des revendications 1 à 7, caractérisé en ce que le système de retenue de véhicule (1) présente plusieurs montants (2) avec un profilé de poteau ouvert, notamment en forme de C, un profilé de support (7) couvrant l'extrémité supérieure des montants (2) et des moyens de fixation prévus entre chaque profilé de support (7) et les poteaux (2), qui ont chacun deux pieds de poteau sur le support de fixation (19, 20) et les éléments de liaison (21), ces moyens de fixation relient les montants (22, 23) du support de montage (19, 20) au profilé porteur (7) ou au poteau (2) que fixe force et moulant en cas de déblocage et les poteaux (2) sont limités par leur moulant en cas.
  9. Système de retenue de véhicule selon la revendication 8, caractérisé en ce que le profilé de support (7) et les montants (2) parallèles aux supports de montage (19, 20) avec un élément de liaison (21) sont que fixe force et moulant en cas à librer le raccord non positif le mouvement relatif autorisé entre le profilé de support (7) et le poteau (2) est limité par la connexion positive.
  10. Système de retenue de véhicule selon la revendication 8 ou 9, caractérisé en ce que les éléments de liaison (21) sont conçus comme des raccords à vis.
  11. Système de retenue de véhicule selon la revendication 8, 9 ou 10, caractérisé en ce que chaque élément de liaison (21) traverse au moins un trou oblong (24).
  12. Système de retenue de véhicule selon la revendication 11, caractérisé en ce que chaque élément de liaison (21) traverse deux trous oblongs (24) inclinés l'un par rapport à l'autre dans la direction longitudinale.
  13. Système de retenue de véhicule selon l'une des revendications 8 à 12, caractérisé en ce que le profilé de support (7) est en appui contre le poteau (2).
  14. Système de retenue de véhicule selon l'une des revendications 8 à 13, caractérisé en ce que les montants (22, 23) de la console de montage respective (19, 20) reposent sur le profilé de support (7) ou sur le poteau (2).
  15. Système de retenue de véhicule selon l'une des revendications 8 à 14, caractérisé en ce que la patte de fixation (19, 20) présente un profilé en L.
EP13183796.5A 2012-09-10 2013-09-10 Système de retenue de véhicule Active EP2706145B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL13183796T PL2706145T3 (pl) 2012-09-10 2013-09-10 System bezpieczeństwa biernego pojazdu
SI201331338T SI2706145T1 (sl) 2012-09-10 2013-09-10 Sistem za zadrževanje vozila
RS20190151A RS58395B1 (sr) 2012-09-10 2013-09-10 Sistem za zadržavanje vozila

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50373/2012A AT512661B1 (de) 2012-09-10 2012-09-10 Fahrzeugrückhaltesystem

Publications (3)

Publication Number Publication Date
EP2706145A2 EP2706145A2 (fr) 2014-03-12
EP2706145A3 EP2706145A3 (fr) 2016-11-16
EP2706145B1 true EP2706145B1 (fr) 2018-10-31

Family

ID=49209225

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13183796.5A Active EP2706145B1 (fr) 2012-09-10 2013-09-10 Système de retenue de véhicule

Country Status (8)

Country Link
EP (1) EP2706145B1 (fr)
AT (1) AT512661B1 (fr)
ES (1) ES2714310T3 (fr)
HU (1) HUE043764T2 (fr)
PL (1) PL2706145T3 (fr)
RS (1) RS58395B1 (fr)
SI (1) SI2706145T1 (fr)
TR (1) TR201901386T4 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1304119A (fr) * 1961-08-08 1962-09-21 Metallurg De L Escaut Soc Dispositif de sécurité routier
CH408984A (de) * 1963-02-28 1966-03-15 Bucher Edwin Ing Dr Leitvorrichtung an Strasse
CH414716A (it) * 1964-02-28 1966-06-15 Mec Belotti S A S Di Ghinelli Barriera respingente elastica per bordi stradali
DE4421304A1 (de) * 1994-06-17 1995-12-21 Leit Ramm D Graf Von Koenigsma Schutzvorrichtung
IT1282766B1 (it) * 1996-05-30 1998-03-31 Autostrada Del Brennero S P A Barriera stradale in acciaio,deformabile,di alte prestazioni
ATE242824T1 (de) * 1999-06-14 2003-06-15 Spig Schutzplanken Prod Gmbh Schutzplankenanordnung
AT7685U1 (de) 2004-02-16 2005-07-25 Voest Alpine Krems Finaltech Leiteinrichtung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
HUE043764T2 (hu) 2019-09-30
AT512661A4 (de) 2013-10-15
ES2714310T3 (es) 2019-05-28
EP2706145A2 (fr) 2014-03-12
EP2706145A3 (fr) 2016-11-16
RS58395B1 (sr) 2019-04-30
PL2706145T4 (pl) 2019-07-31
SI2706145T1 (sl) 2019-03-29
AT512661B1 (de) 2013-10-15
TR201901386T4 (tr) 2019-03-21
PL2706145T3 (pl) 2019-07-31

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