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EP3121337B1 - Système de retenue de véhicule - Google Patents

Système de retenue de véhicule Download PDF

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Publication number
EP3121337B1
EP3121337B1 EP16183651.5A EP16183651A EP3121337B1 EP 3121337 B1 EP3121337 B1 EP 3121337B1 EP 16183651 A EP16183651 A EP 16183651A EP 3121337 B1 EP3121337 B1 EP 3121337B1
Authority
EP
European Patent Office
Prior art keywords
guide rail
strut
restraint system
vehicle restraint
transverse
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
EP16183651.5A
Other languages
German (de)
English (en)
Other versions
EP3121337A1 (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 with at least one cross strut, at its first end of the strut in the region of the spacer of a first post and on her second end of the strut, which is lower than the first strut end, is attached to a second post following the first post.
  • the EP1 213 391 A2 shows a vehicle restraint system according to the preamble of claim 1.
  • the object of the invention is therefore to constructively modify a vehicle restraint system of the kind set forth so that, despite high retention classes, a small effective range of the vehicle restraint system is ensured.
  • the invention solves this problem in that several, along the guide rail successive, fastened to uprights and guide rail cross struts follow a triangular course, being parallel to the first triangular course of cross struts a second triangular course of cross struts is provided, the cross struts both courses mounted alternately on the upright or on the guide rail in the area of the spacer of this post.
  • 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 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 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 its spacer with the cross struts of a course and on the other hand directly attached to it cross struts of the other course.
  • 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 strut end facing away from Steherseite 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 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 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.
  • a vehicle restraint system 1 is shown according to an embodiment having substantially floor-mounted posts 2, 3, 4, spacers 5, 6, 7, a guide rail 8 and cross braces 9 for the mechanical stiffening of the vehicle restraint system 1.
  • the spacers 5, 6, 7 are attached to the respective uprights 2, 3, 4, said spacers 5, 6, 7 are fixed to the guide rail 8 and support it, as for example Fig. 4 can be seen by the post 2.
  • a spacer 5, 6, 7 is to be understood generally. He can certainly be executed in several parts.
  • 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 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 go in the type 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 special 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 braces 90 are in their embodiment the 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 courses 20, 22 thus change in their attachment along the guide rail - the attachment is therefore 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.

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)

Claims (9)

  1. Système de retenue de véhicules avec plusieurs montants (2, 3, 4), avec plusieurs éléments d'écartement (5, 6, 7) fixés chacun à un montant (2, 3, 4), avec au moins une glissière (8) fixée aux éléments d'écartement (5, 6, 7) et avec au moins une traverse (9 ou 90) dont la première extrémité de traverse (10) est fixée au niveau de l'élément d'écartement (5 ou 6, 7) d'un premier montant (2, 3, 4) et à sa deuxième extrémité de traverse (11), qui se trouve plus bas que la première extrémité de traverse (10), à un deuxième montant (3, 4, 2) suivant le premier montant (3, 4, 2), la première extrémité de traverse (10) de la traverse (9 ou 90) étant fixée sur la glissière (8), caractérisé en ce que plusieurs traverses (9, 90) qui se suivent le long de la glissière (8) et sont fixées sur des montants (2, 3, 4) et sur la glissière (8) dessinent une forme triangulaire (20, 22), une deuxième forme triangulaire (22) dessinée par des traverses (90) étant prévue parallèlement à la première forme triangulaire (20) dessinée par des traverses (9), les traverses (9, 90) des deux formes (20, 22) étant fixées alternativement sur le montant (2, 3, 4) ou sur la glissière (8) au niveau de l'élément d'écartement (5, 6, 7) de ce montant (2, 3, 4).
  2. Système de retenue de véhicules selon la revendication 1, caractérisé en ce que la traverse (9, 90) est fixée à la glissière (8) et/ou au deuxième montant (2, 3, 4) par des moyens de fixation (14), en particulier par au moins un vissage (12, 13).
  3. Système de retenue de véhicules selon la revendication 2, caractérisé en ce que la traverse (9, 90) présente au moins un trou oblong (15) à travers lequel le moyens de fixation (14) dépasse.
  4. Système de retenue de véhicules selon l'une des revendications 1, 2 ou 3, caractérisé en ce que la traverse (9, 90) présente sur la deuxième extrémité de traverse (11) une partie de bride coudée (16).
  5. Système de retenue de véhicules selon l'une des revendications 1 à 4, caractérisé en ce que la deuxième extrémité de traverse plus basse (11) est fixée sur le côté du montant (2, 3, 4) opposé à la glissière (8) avec la première extrémité de traverse (10) fixée dessus.
  6. Système de retenue de véhicules selon l'une des revendications 1 à 5, caractérisé en ce que la zone de fixation (18) de la traverse (9, 90) sur la glissière (8) se trouve plus haut que la zone de fixation (19) de l'élément d'écartement (5, 6, 7) sur la glissière (8).
  7. Système de retenue de véhicules selon l'une des revendications 1 à 6, caractérisé en ce que les moyens de fixation (14) présentent une plaque intercalaire allongée (21) qui relie deux extrémités de traverse (19) de traverses (9, 90) successives fixées à la glissière (8).
  8. Système de retenue de véhicules selon l'une des revendications 1 à 7, caractérisé en ce qu'un moyen de fixation (14), en particulier un vissage (13), fixe deux deuxièmes extrémités de traverse (11) de traverses (9, 90) successives au montant (2, 3, 4).
  9. Système de retenue de véhicules selon l'une des revendications 1 à 8, caractérisé en ce que les traverses (9, 90) des deux formes (20, 22) se croisent entre les montants (2, 3, 4), en particulier de façon alternée.
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 EP3121337A1 (fr) 2017-01-25
EP3121337B1 true 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

Family Cites Families (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
ITTO980044A1 (it) * 1998-01-19 1999-07-19 Ilva Pali Dalmine S R L Perfezionamenti ad una barriera stradale semirigida a dissipazione del l'energia d'urto con correzione d'assetto.
IT1305149B1 (it) * 1998-10-30 2001-04-10 Ilva Pali Dalmine S R L Barriera stradale semirigida ad elevata capacita' di contenimento edassorbimento di energia d'urto, in particolare per ponti e simili
DE20018270U1 (de) 2000-10-18 2001-03-01 Meißner, Rico, 13129 Berlin Querverstrebung für Distanzschutzleitplankensystem
IT1319369B1 (it) * 2000-12-11 2003-10-10 Provincia Autonoma Di Bolzano Barriera stradale di sicurezza in acciaio

Non-Patent Citations (1)

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

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
EP3121337A1 (fr) 2017-01-25
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
SI2982800T1 (sl) 2017-05-31
EP2982800B1 (fr) 2016-11-23
HUE037776T2 (hu) 2018-09-28
PL2982800T3 (pl) 2017-08-31

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