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EP3121337A1 - Système de retenue de vehicule - Google Patents

Système de retenue de vehicule Download PDF

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Publication number
EP3121337A1
EP3121337A1 EP16183651.5A EP16183651A EP3121337A1 EP 3121337 A1 EP3121337 A1 EP 3121337A1 EP 16183651 A EP16183651 A EP 16183651A EP 3121337 A1 EP3121337 A1 EP 3121337A1
Authority
EP
European Patent Office
Prior art keywords
guide rail
restraint system
vehicle restraint
strut
attached
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.)
Granted
Application number
EP16183651.5A
Other languages
German (de)
English (en)
Other versions
EP3121337B1 (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
Priority to PL16183651T priority Critical patent/PL3121337T3/pl
Priority to HUE16183651A priority patent/HUE042093T2/hu
Priority to ES16183651T priority patent/ES2718545T3/es
Priority to RS20190224A priority patent/RS58399B1/sr
Priority to SI201431114T priority patent/SI3121337T1/sl
Application filed by Voestalpine Krems Finaltechnik GmbH filed Critical Voestalpine Krems Finaltechnik GmbH
Priority to EP16183651.5A priority patent/EP3121337B1/fr
Publication of EP3121337A1 publication Critical patent/EP3121337A1/fr
Application granted granted Critical
Publication of EP3121337B1 publication Critical patent/EP3121337B1/fr
Priority to HRP20190384TT priority patent/HRP20190384T1/hr
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 with several stanchions, with a plurality of spacers, which are each attached to a post, with at least one attached to the spacers guide rail and at least one transverse strut, at its first end of the strut in the region of the spacer of a first post and on her second strut end, which is lower than the first strut end, is attached to a second post following the first post.
  • the object of the invention is therefore to constructively modify a vehicle restraint system of the type described above in such a way that despite high retention classes a low effective range of the vehicle restraint system is ensured.
  • the invention solves this problem by the fact that the first strut end of the cross member is attached to the guide rail.
  • the bond between the guide rail and the stay can be ensured even if the guide rail is released from the spacer by an impact-related release.
  • a load-induced evasion of the guide rail can thus always be prevented, because even a detached from spacers guide rail can be held on the crossbar on the uprights.
  • the first strut end of the transverse strut can be fastened to the rear side of the guide rail.
  • the transverse strut can be a flat steel or a steel cable, whereby flat steel can lead to easier assembly due to easier assembly.
  • the design conditions can be simplified if the cross member is fastened to the guide rail and / or to the second post via fasteners.
  • at least one, in particular detachable, screw connection can preferably be characterized as a fastening means.
  • the transverse strut has at least one oblong hole through which the fastening means protrudes, a linear bearing and thus a guided movability of the parts relative to one another can be made possible in the connection of the transverse strut to the uprights and / or to the guide rail.
  • the linear bearing can be mechanically offset in time in the event of an impact, the cross strut, which can initially allow for a small range of action increased flexibility and thus an increased absorbing load transfer of the vehicle restraint system.
  • vehicle restraint system can therefore be made even with light loads or vehicles advantageous Anprallheftmaschines shake.
  • the increased mechanical rigidity is then available in order to be able to redirect even heavy loads or vehicles safely or to ensure a high retention class.
  • the cross strut In order to enable elongation of the transverse strut in the event of an impact, provision can be made for the cross strut to have a cranked flange area on the second strut end. Depending on the crank angle, the behavior of the vehicle restraint system in the event of an impact can be influenced or adjusted to the loads to be backed up. In addition, a cranked flange area facilitate the assembly of the crossbar.
  • a relief in the assembly of the transverse strut may result if the second deeper strut end mounted on the, the guide rail with the attached thereto first end of the strut remote from the upright side of the post and thus easier to access.
  • the guide rail can remain in contact with the spacer via the cross strut in relation to this spacer, even if the connection to the spacer is disengaged.
  • the stability of the vehicle restraint system can be improved even with heavy loads.
  • the mechanical rigidity of the vehicle restraint system can be further increased if a plurality of transverse struts following one another along the guide rail and attached to the uprights and the guide rail follow a triangular course.
  • a second drawstring can be provided on transverse struts namely, the latter longitudinal forces of the first drawstring immediately can derive into the stayer.
  • a triangular course can be used on cross struts for excellent longitudinal distribution of impact forces.
  • the attachment means comprise an elongate shim plate connecting two strut ends of successive crossbars attached to the guardrail.
  • the force distribution can be distributed to adjacent crossbars on the shim.
  • the fasteners are charged essentially only two-section. A twisting of this can namely be prevented by the two-sided clamping of the guide rail and shim. A particularly stable connection of the cross braces with the guide rail can be ensured.
  • a fastening means fastens two second strut ends of successive transverse struts to the uprights, the material and assembly effort on the vehicle restraint system can be further reduced.
  • a screw can be characterized as a fastener.
  • it can be used to improve the power transmission from cross brace to cross brace.
  • the mechanical rigidity of the vehicle restraint system can be further increased if a second triangular course of transverse struts is provided parallel to the first triangular course of transverse struts.
  • the two, different gradients associated cross braces can be attached to the vehicle restraint system in a simple manner, when the cross braces of both gradients are mounted alternately on the upright or on the guide rail in the region of the spacer of this post. This is ever a post with two gradients connected to cross struts, on the one hand indirectly via his spacer with the cross struts one course and on the other hand directly on attached to him cross struts of the other course.
  • the cross struts of the two courses cross each other between the uprights, the cross struts can mutually support each other in the event of an impact and thus enable a high retention class.
  • Particularly advantageous may be an alternating crossing of the transverse struts.
  • the transverse strut according to the invention can also be used in vehicle restraint systems with a double-sided guide rail, if on both sides of the post a guide rail is fastened to its spacer.
  • the spacer can be made one or more parts, for example with a spacer and an angle each between the spacer and guide rail or guide rails.
  • both rails are mounted in parallel on the spacer.
  • a second triangular course of transverse struts is provided parallel to the first triangular course of transverse struts, wherein the cross struts of the first triangular course attached to uprights and the first guide rail and the cross struts of the second triangular course are attached to uprights and second guide rail.
  • the assembly of the transverse struts can be further facilitated if the two triangular courses run in opposite directions, in particular offset by a post, along the guide rails.
  • a limited movement can be allowed between the uprights and spacers.
  • Such a movement can ensure an installation of the guide rail in the event of an impact in order, for example, to counteract a running over of the guide rail.
  • This movement can also be limited by placing a spacer on the spacer between the upright and the spacer limited movement is provided.
  • the entire range of motion can correspond to a slot length.
  • the respective triangular course is fastened to transverse struts on the upright side of the upright which faces the guide rail with the other triangular course attached thereto.
  • the respective other triangular course can thus cover the profile opening of the Steher, which precludes the relevant direction of travel.
  • the vehicle restraint system according to the invention can thus be particularly secure.
  • a vehicle restraint system 1 is shown according to a first embodiment, the substantially ground-mounted uprights 2, 3, 4, spacers 5, 6, 7, a guide rail 8 and cross braces 9 for mechanical stiffening of the vehicle restraint system 1 has.
  • the spacers 5, 6, 7 are attached to the respective uprights 2, 3, 4, said spacers 5, 6, 7 with at the Guard rail 8 are attached and support them, as for example after Fig. 4 can be seen by the post 2.
  • a spacer 5, 6, 7 is to be understood generally. It may well be designed in several parts, as shown for example in the second embodiment.
  • Fig. 1 shown part of a vehicle restraint system cross struts 9, which are fastened at their first strut ends 10 in each case in the region of the spacer 5 of a first post 2.
  • these transverse struts 9 at its second end of the strut 11, which is lower than the first strut end 10, attached to a second post 3 following the first post 2.
  • the first strut ends 10 of the transverse strut 9 are fastened to the guide rail 8, as shown in FIG Fig. 2 can be detected in detail.
  • the strut ends 10 extend to the uprights 2, 3, 4 facing the longitudinal side of the guide rail 8 and the inside of the guide rail 8.
  • the cross struts 9 meet not only a mechanical stiffening of the vehicle restraint system 1 but also the function of one of the spacers 5, 6, 7 parallel attachment of the guide rail 8.
  • a secure guidance of the guide rail 8 is ensured even at high impact loads. A high retention class can thus be ensured.
  • detachable screw 12, 13 as a fastening means 14 of the cross braces 9 on the guide rail 8 and the second post 3 and 4, the installation of the vehicle restraint system 1 can be done much easier.
  • rivets or other, for example positive connection means are conceivable as fastening means 14, which has not been shown in detail.
  • the guide rail 8 can absorb 9 deformation energy without stiffening effect of the cross braces and therefore acts softer in the area of action initially. This is advantageous for light impact loads. Then goes in the manner of a linear bearing to stop by the slot 15 locks the screw of the screw 12 in the movement, the mechanical stiffening by the cross member 9 fully acts on the guide rail 8, so that even heavy impact loads are stopped by the vehicle restraint system 1.
  • the cross struts 9 consist of a flat steel, which is easier to handle compared to steel cables.
  • Steel cables or other bending soft tension elements are of course conceivable as an alternative to flat steel.
  • the transverse strut 9 at the strut 3 and 4 facing strut end 11 a cranked flange portion 16 with opening for fastening means 14.
  • This cranked flange region 16 compensates for the oblique course from the guide rail 8 to the upright 3 or 4, which facilitates the mounting of the transverse strut 9.
  • the cranked flange portion 16 allows by bending back into the longitudinal axis of the cross member 9 a certain elongation of the cross member 9.
  • the cross braces 9 can take in an impact on the behavior of the vehicle restraint system 1 additional influence.
  • transverse struts 9 can also be facilitated if the respective second, deeper strut end 11 is fixed on the side facing away from the guide rail 8 upright side 17 of the upright 3 and 4, as shown Fig. 1 can be seen.
  • an attachment of the cross braces leads to a drawstring with a positive connection of posts 2, 3, 4 and guide rail. 8
  • Fig. 4 it can be seen in particular that the guide rail 8 is secured against lifting off the spacer 5, 6, 7 by the mounting portion 18 of the cross member 9 on the guide rail 8 is higher than the mounting portion 19 of the spacer 5 on the guide rail 8. Namely, the cross strut 9 can exert on the guide rail an attraction to the upright 2 even if the connection between the spacer 5 and the guide rail 8 is released. A particularly stable vehicle restraint system 1 is thus created.
  • the spacer 5 is attached to the guide rail 8 via a screw 23.
  • FIG. 1 how the particular Fig. 1 it can be seen, follow a plurality of uprights 3, 4 and guide rail 8 fastened cross braces 9 successive along the guide rail a triangular course 20 to ensure a high mechanical stiffening.
  • this can be seen in particular in a vertical zig-zag course in the longitudinal direction of the guide rail.
  • the assembly cost is reduced significantly.
  • the strut ends 11 and the cranked flange portions 16 of the transverse struts 9, 90 may each have one or more elongated holes 136 in order to facilitate the assembly of the transverse struts even further, as in particular Fig. 2 can be seen.
  • a second triangular course 22 of transverse struts 90 is provided.
  • These cross struts 90 are in their embodiment Same as the cross braces 9 and in this embodiment also have two end portions 10, 11, a cranked flange portion 16, slots 15, etc.
  • the transverse struts 9, 90 of both courses 20, 22 are alternately fixed either to the upright 2, 3 or 4 or to the guide rail 8 in the region of the spacer 5, 6 or 7 of this post 2, 3 and 4, respectively.
  • the cross struts 9, 90 of the two gradients 20, 22 thus change in their attachment along the guide rail - the attachment is thus opposite, which ensures a symmetrical structure of the vehicle restraint system.
  • the transverse struts 9, 90 of the two courses 20, 22 intersect alternately between the uprights 3, 2 and 2, 4, as shown in FIGS FIGS. 1 and 3 can be recognized. This means that in the intersection, the transverse strut 9 of the course 20 and the transverse strut 90 of the course 22 are arranged alternately closer to the guide rail 8.
  • the cross struts 9, 90 thus support each other in the absorption of deformation energy and thus ensure a high retention class.
  • FIGS. 5 to 7 For example, another vehicle restraint system 100 according to a second embodiment, which is similar to the vehicle restraint system 1 described above with respect to the cross braces, is illustrated. However, the main difference is in the double-sided design with guide rails 8, 108. For the sake of clarity, all reference numerals that are identical to components of the vehicle restraint system 1 are adopted in the vehicle restraint system 100. This is the case, for example, at the reference numbers of the uprights 2, 3, 4, the guide rail 8, the transverse struts 9, 90 and so on.
  • spacers 105, 106, 107 are - as in Fig. 6 and 7 closer to recognize - in two parts executed and each consist of a spacer 125 and two mounting brackets 126.
  • the sigma profile having a spacer member 125 is connected to the respective uprights 2, 3, 4, wherein connect to this spacer 125 two mounting brackets 126, to which the respective guide rail 9, 90 via detachable screw 23 is attached.
  • transverse struts 9, 90 are provided for the mechanical stiffening of the vehicle restraint system 100.
  • the after Fig. 5 shown transverse struts 9, 90 are respectively attached to its first strut end 10 in the region of the spacer 105, 106 and 107 of a first post 2, 3 and 4 respectively.
  • these transverse struts 9, 90 at the second strut end 11, which is lower than the first strut end 10, at a first post 2, 3, 4 following second post 3, 4 and 2 are attached.
  • the transverse struts 9 of the triangular course 20 are fastened to the guide rail 8 at their first respective end regions 10, the transverse struts 90 of the triangular course 122 having their respective first end regions 10 being fastened to the guide rail 108.
  • 122 is therefore associated with the particular attachment of one of the two guide rail 8, 108.
  • the two triangular curves 20, 122 extend around a post 2, 3 offset along the guide rails 8, 108, which in Fig. 5 can be seen.
  • the triangular curves 20, 122 per post 2, 3, 4 connects to a guide rail 8, 108, whereas the other triangular course 122 or 20 is attached to this post itself.
  • the fastenings of the transverse struts 9, 90 on the guide rails 8, 108 are - ident to the vehicle restraint system 1 - via an elongated shim plate 21 and connecting means 14, namely releasable screw 13, realized. Also, in these end regions 10 of the transverse struts 9, 90 elongated holes 15 are provided, which has not been shown in detail. Thus, the vehicle restraint system 100 also benefits from the advantages already explained above for the vehicle restraint system 1.
  • the spacers 105, 106, 107 at their respective spacer 125 each have a web 127 and an adjoining lower flange 128.
  • a recess 129 is introduced through which the respective uprights 2, 3, 4 protrudes, with motion play 132.
  • the fastening means 14 of the respective post 2, 3, 4 engages with the relevant spacer 105, 106, 107 two elongated holes 130 and 131 which are inclined to each other.
  • the Fig. 5 can be taken that the uprights 2, 3, 4 has an open profile shape.
  • the respective triangular course 20, 122 is secured to cross struts 9, 90 on that side of the stay 2, 3, 4, the guide rail 108, 8 with the other attached thereto triangular course 122, 20 faces.
  • the respective other triangular course 122, 20 bends over the open in profile in the direction of travel 134 and 135 in the profile and thus protects approaching vehicles from getting caught.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Air Bags (AREA)
  • Railway Tracks (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Seats For Vehicles (AREA)
  • Acyclic And Carbocyclic Compounds In Medicinal Compositions (AREA)
  • Automotive Seat Belt Assembly (AREA)
EP16183651.5A 2014-08-08 2014-08-08 Système de retenue de véhicule Active EP3121337B1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
HUE16183651A HUE042093T2 (hu) 2014-08-08 2014-08-08 Jármû visszatartó rendszer
ES16183651T ES2718545T3 (es) 2014-08-08 2014-08-08 Sistema de retención de vehículos
RS20190224A RS58399B1 (sr) 2014-08-08 2014-08-08 Sistem za zadržavanje vozila
SI201431114T SI3121337T1 (sl) 2014-08-08 2014-08-08 Sistem za zadrževanje vozila
PL16183651T PL3121337T3 (pl) 2014-08-08 2014-08-08 System zatrzymywania pojazdu
EP16183651.5A EP3121337B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
HRP20190384TT HRP20190384T1 (hr) 2014-08-08 2019-02-28 Sustav za zadržavanje vozila

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP16183651.5A EP3121337B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP14180446.8A EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP14180446.8A Division EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP14180446.8A Division-Into EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule

Publications (2)

Publication Number Publication Date
EP3121337A1 true EP3121337A1 (fr) 2017-01-25
EP3121337B1 EP3121337B1 (fr) 2019-01-02

Family

ID=51301144

Family Applications (3)

Application Number Title Priority Date Filing Date
EP14180446.8A Active EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP16183651.5A Active EP3121337B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP15180456.4A Active EP2982800B1 (fr) 2014-08-08 2015-08-10 Système de retenue de vehicule

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP14180446.8A Active EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP15180456.4A Active EP2982800B1 (fr) 2014-08-08 2015-08-10 Système de retenue de vehicule

Country Status (7)

Country Link
EP (3) EP2982799B1 (fr)
ES (3) ES2718545T3 (fr)
HR (3) HRP20170264T1 (fr)
HU (3) HUE037776T2 (fr)
PL (3) PL3121337T3 (fr)
RS (3) RS58399B1 (fr)
SI (3) SI2982799T1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111455844B (zh) * 2020-04-30 2022-09-16 浙江拓宇建设有限公司 一种防止车辆翻滚的桥梁护栏

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3417965A (en) 1967-05-25 1968-12-24 James H. Gray Vehicle guard rail
WO1999036631A1 (fr) * 1998-01-19 1999-07-22 Ilva Pali Dalmine S.R.L. Glissiere de securite amelioree semi-rigide presentant une caracteristique de correction de position et de dissipation d'energie
WO2000026474A1 (fr) * 1998-10-30 2000-05-11 Ilva Pali Dalmine S.R.L. Glissiere de securite semi-rigide, antichoc, et a haute capacite d'absorption d'energie, en particulier pour des ponts et des ouvrages routiers similaires
DE20018270U1 (de) 2000-10-18 2001-03-01 Meißner, Rico, 13129 Berlin Querverstrebung für Distanzschutzleitplankensystem
EP1213391A2 (fr) * 2000-12-11 2002-06-12 Provincia Autonoma Di Bolzano Barrière de sécurité routière

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3417965A (en) 1967-05-25 1968-12-24 James H. Gray Vehicle guard rail
WO1999036631A1 (fr) * 1998-01-19 1999-07-22 Ilva Pali Dalmine S.R.L. Glissiere de securite amelioree semi-rigide presentant une caracteristique de correction de position et de dissipation d'energie
WO2000026474A1 (fr) * 1998-10-30 2000-05-11 Ilva Pali Dalmine S.R.L. Glissiere de securite semi-rigide, antichoc, et a haute capacite d'absorption d'energie, en particulier pour des ponts et des ouvrages routiers similaires
DE20018270U1 (de) 2000-10-18 2001-03-01 Meißner, Rico, 13129 Berlin Querverstrebung für Distanzschutzleitplankensystem
EP1213391A2 (fr) * 2000-12-11 2002-06-12 Provincia Autonoma Di Bolzano Barrière de sécurité routière

Also Published As

Publication number Publication date
HRP20190384T1 (hr) 2019-04-19
RS58399B1 (sr) 2019-04-30
SI3121337T1 (sl) 2019-04-30
HRP20170264T1 (hr) 2017-04-21
ES2656108T3 (es) 2018-02-23
EP2982799A1 (fr) 2016-02-10
ES2656108T4 (es) 2018-05-22
HRP20180044T1 (hr) 2018-02-23
HUE042093T2 (hu) 2019-06-28
PL2982799T3 (pl) 2018-06-29
SI2982799T1 (en) 2018-02-28
ES2718545T3 (es) 2019-07-02
ES2616692T3 (es) 2017-06-14
RS56842B1 (sr) 2018-04-30
RS56775B1 (sr) 2018-04-30
EP2982800A1 (fr) 2016-02-10
EP2982799B1 (fr) 2017-10-11
HUE031383T2 (en) 2017-07-28
PL3121337T3 (pl) 2019-07-31
EP3121337B1 (fr) 2019-01-02
SI2982800T1 (sl) 2017-05-31
EP2982800B1 (fr) 2016-11-23
HUE037776T2 (hu) 2018-09-28
PL2982800T3 (pl) 2017-08-31

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