Vehicle restraint system

Abstract

A vehicle restraint system (1) for arrangement next to a roadway (FB) comprises posts (6) that can be fixed to the ground and at least one guardrail section (2, 3) extending along the posts (6) on the roadway side, consisting of interconnected guardrail sections (4, 5). A spacer (16) is arranged between a post (6) and a guardrail section (4, 5). According to the invention, the spacer (16) is arranged to be tiltable along a guide (17) relative to the post (6).

Description

[0001] The invention relates to a vehicle restraint system for arrangement next to a roadway according to the features in the preamble of claim 1.

[0002] Vehicle restraint systems are passive safety devices designed to protect road users as well as people and installations outside the vehicle traffic area. The fundamental function of a vehicle restraint system is to stop a vehicle leaving the roadway and guide it back onto the roadway without breaching the system. Performance characteristics are determined through standardized impact tests. During impact tests, defined values ​​are measured or recorded before, during, and / or after a vehicle impact. Key parameters include the Acceleration Severity Index (ASI), the Working Width (W), and the Vehicle Intrusion (VI).

[0003] To ensure compliance with the requirements placed on vehicle restraint systems, there are regulations. These are essentially the guidelines for passive safety devices (RPS) and DIN EN 1317 (Road restraint systems).

[0004] Numerous steel guardrail systems exist, starting with the so-called simple guardrail (ESP). Such vehicle restraint systems are known from the prior art and are described, for example, in DE 10 2007 050 028 A1. The guardrail assembly consists of a guardrail section made of detachably connected sections and sigma-shaped posts supporting the guardrail section. These posts can be driven into the ground or mounted on structures using mounting plates. The guardrails are attached to the posts using spacers and intermediate profiles.

[0005] In a vehicle impact, existing deformation elements are deformed first, followed by the posts anchored in or on the ground, bending them away from the roadway. With further deformation, the guardrail section then detaches from the posts after a connecting bolt securing it to the post breaks. The guardrail section can then deform independently of the posts and, through a tensile force, deflect a vehicle.

[0006] A guardrail arrangement for a vehicle restraint system to secure roadways with a guardrail strand fixed to posts is also described in EP 1 619 310 A1.

[0007] EP 2 333 159 B1 proposes supporting the guardrail section against the profile posts via support elements and arranging an intermediate element between each support element and the guardrail section. This intermediate element is designed such that the guardrail section runs at an angle to the longitudinal axis of the profile posts. To adapt to the angle between the guardrail section and the longitudinal axis of the profile post, the support element is asymmetrically designed with a longer upper leg and a shorter lower leg. This ensures that the guardrail section runs at an angle to the longitudinal axis of the profile posts, thus preventing it from sagging as the guardrail structure deforms.

[0008] In the vehicle restraint system known from EP 2 159 326 B1, the guardrails are connected to the posts via box-like spacer brackets or spacers, with a tilting element being integrated between each guardrail and a spacer.

[0009] Starting from the prior art, the invention is based on the objective of improving a vehicle restraint system in terms of deformation behavior and further increasing its containment capacity, and in particular making it suitable for containment levels with very high containment capacity.

[0010] According to the invention, the solution to this problem consists of a vehicle restraint system according to the features of claim 1.

[0011] The vehicle restraint system comprises posts that can be fixed to the ground and at least one section of guardrail extending along the roadway side of the posts. A spacer is positioned between each post and a section of guardrail. The guardrails, or the section of guardrail, are fixed to the spacers, and the spacers are each fixed to a post. This is done using bolted connections.

[0012] According to the invention, a spacer is arranged to tilt along a guide. In the embodiment of the invention, the spacers form tilting elements to which the guardrails or the guardrail section are fixed. With the spacers or tilting elements, a guardrail or a section of the guardrail section formed from the guardrails can tilt relative to a post about a tilting axis or a support point and in this way yield in a controlled manner over a defined predetermined path and absorb impact energy. The system acts like a limited-flexibility buffer.

[0013] Advantageous embodiments and further developments of the vehicle restraint system according to the invention are the subject of the dependent claims.

[0014] The guide features a guide track provided on the spacer. This guide track is movable relative to a guide element located on the post. In this way, a movable connection is established between the spacer and a post via a sliding joint. This allows a guided tilting movement of the spacer relative to the post. During this movement, the spacer and a guardrail attached to the spacer on the roadway side move in a tilting or rotating motion around a support point at the lower end of the spacer.

[0015] The upper free end of the spacer and a guardrail attached to it move upwards until the guardrail abuts the post or the guide's travel is exhausted. In the event of an impact on the vehicle restraint system, the guardrail section moves in a deflection motion. This movement is directed and limited by the guide in the affected section of the vehicle restraint system. The guardrail section, fixed to the spacers on the roadway side, initially deflects. This reduces the peak force resulting from an impact. The vehicle restraint system reacts flexibly and assumes full tension once the tilting motion is exhausted.

[0016] The deformation behavior, energy absorption capacity, and containment capacity of a vehicle restraint system according to the invention are improved by the tiltable arrangement of the spacers and the guardrail section(s) fixed to the spacers on the roadway side. The impact behavior of the vehicle restraint system is positively influenced by the tiltable spacers, such that short-term buffering of peak loads occurs in the event of an impact. In the event of an impact, the guardrail section is loaded in the direction of impact and initially yields due to the tilting or rotational movement. When a vehicle impacts the vehicle restraint system, a guardrail section detaches from the posts with a slight time delay. The longitudinal forces acting on the vehicle restraint system during the impact are essentially absorbed by the horizontal guardrail section and its connection.The impact intensity is reduced and a high tensile strength is ensured.

[0017] The vehicle restraint system exhibits improved deformation behavior and higher containment capacity. A vehicle restraint system can be implemented whose containment level is classified as very high, in particular containment level H4b.

[0018] The tipping of the guardrail creates a limitedly yielding impact surface for following vehicle parts of an impacting vehicle.

[0019] The guide has a guide track provided on the spacer. The guide track is movable relative to a guide element arranged on the post.

[0020] Preferably, the guide track is formed by a curved elongated hole. The elongated hole is provided in the spacer. In particular, the elongated hole is provided in a base wall of the spacer. The base wall of the spacer extends transversely between a guardrail on the roadway side and a post.

[0021] The guide element is fixed to the post. Preferably, the guide element comprises a sleeve and a threaded bolt passing through the sleeve.

[0022] The guide track is curved. In particular, the elongated hole has a curved path. The elongated hole has a beginning on the roadway side and an end on the post side. It is particularly advantageous that the end of the hole is located at a height above the beginning. The curvature of the elongated hole extends upwards from the roadway towards a post.

[0023] The spacer is a metal profile. Specifically, it is a metal profile bent from a sheet of steel. The spacer has a base wall in which the guide track is integrated. Furthermore, the spacer has a front flange on the roadway side, oriented perpendicular to the base wall, to which the guardrail can be attached. The spacer has a support flange on the post side, which is oriented perpendicular to the base wall and rests against the front of the post.

[0024] The base wall is oriented perpendicular to the roadway. The front leg extends parallel to a guardrail in its longitudinal direction. The support leg is also oriented parallel to the longitudinal direction of a guardrail.

[0025] The lower edge of the support leg forms the pivot or tilting point around which the spacer shifts in a tilting position upon impact.

[0026] The support leg of the spacer is attached to the post via a screw connection. This screw connection has a connecting screw that breaks off in the event of an impact, causing the spacer and guardrail to tilt.

[0027] The spacer also has a rear bracket leg. The bracket leg is oriented perpendicular to the base wall. The spacer uses this bracket leg to grip a post. The bracket leg rests against the rear side of the post facing away from the roadway.

[0028] The spacer also has a lower edge leg. The lower edge leg is oriented transversely to the base wall. The longitudinal leg runs transversely to the vehicle restraint system at the lower end of the spacer between the front leg and the support leg.

[0029] Each post of the vehicle restraint system according to the invention has a C-shaped cross-section with a web and two side legs. The posts are fixed to the ground next to a roadway, for example, driven into the ground. The web of a post is oriented transversely or substantially perpendicular to the roadway.

[0030] Preferably, the guide element of the guide is fixed to the web of the post. The base wall of the spacer is arranged parallel to the web of the post.

[0031] A particularly advantageous embodiment of the vehicle restraint system according to the invention, which achieves the highest containment levels, has two guardrail sections arranged vertically one above the other.

[0032] It is particularly advantageous to have two guardrails fixed vertically one above the other on a spacer on the roadway side.

[0033] An increase in the containment capacity of the vehicle restraint system can be achieved by adding an upper guide rail. For this purpose, U-profiles are arranged on the free ends of the posts or along the upper free ends of the posts. The U-profiles form a continuous profile on or along the free ends of the posts. The U-profiles are joined end-to-end and connected using bolted fasteners and butt connectors.

[0034] The invention is described in more detail below with reference to an embodiment illustrated in the drawings. The drawings show: Figure 1 shows a section of a vehicle restraint system in a perspective view from a roadway; Figure 2 shows the representation of the Figure 1in a rear view facing away from the roadway; Figure 3 a side view of the vehicle restraint system in a starting position; Figure 4 the vehicle restraint system according to the Figure 3 after a vehicle impact; Figure 5 a spacer in a perspective view; Figures 6a) to d) the spacer in a side view, a front view, a rear view and a top view and Figure 7 a section through the representation of the Figure 3 along line AA.

[0035] The Figure 1 and 2 show a section of a vehicle restraint system 1, as it is used at the edge of a roadway FB used by motor vehicles.

[0036] The vehicle restraint system 1 comprises two vertically arranged guardrail sections 2, 3. Each guardrail section 2, 3 consists of detachably connected guardrail sections 4, 5. The guardrail sections 2, 3 are supported by posts 6. The posts 6 have a C-shaped cross-section and can be fixed to the ground B. For this purpose, the posts 6 can be mounted on a structure with a concrete foundation at ground B or anchored in the ground B next to a roadway FB, in particular by driving the concrete into the ground. The guardrail sections 2, 3 extend along the posts 6 at a distance from them.

[0037] The guardrails 4, 5 overlap at their ends and are connected to each other using screw fasteners 7.

[0038] In the case of the vehicle restraint system 1 according to the Figures 1 to 4 A guardrail of type 4, 5 in profile B (Bethlehem) is used.

[0039] A post 6 has a C-shaped cross-section with a web 8 and a roadway-side front side leg 9 and a rear side leg 10 facing away from the roadway FB.

[0040] A profile strand 13 formed from U-profiles 12 is arranged on the free ends 11 of the posts 6. The U-profiles 12 are joined end-to-end and connected to each other via screw fasteners 14 and butt connectors 15.

[0041] A spacer 16 is arranged between the posts 6 and the guardrails 4, 5.

[0042] A spacer 16 is arranged to be tiltable along a guide 17 relative to the post 6. The guide 17 has a guide track 18 provided on the spacer 16, which is displaceable relative to a guide element 19 arranged on the post 6. The guide track 18 is formed by a curved elongated hole 20.

[0043] The guide element 19 has a sleeve 21 and a threaded bolt 22 guided through the sleeve 21 (see [reference]). Figure 7 The guide element 19 is fixed to the web 8 of the post 6.

[0044] The elongated hole 20 is curved with a radius. The elongated hole 20 has a post-side opening 23 and a road-side opening 24. The opening 24 is located at a vertical level below the opening 23.

[0045] The spacer 16 is a metal profile manufactured from a steel sheet cut to size using stamping or bending techniques. The metal profile can also be laser-cut. A spacer 16 can be further described in particular by the following: Figures 5 and 6a) to 6d) described.

[0046] The spacer 16 has a base wall 25 in which the guide track 18 formed by the elongated hole 20 is provided.

[0047] On the roadway side, a spacer 16 has a front leg 26. This is directed transversely to the base wall 25 and runs parallel to the longitudinal direction LR of the guardrails 4, 5. A guardrail 4, 5 of the vertically arranged guardrail sections 2, 3 is fixed to the front leg 26 by means of screw fasteners 27.

[0048] Furthermore, a spacer 16 has a post-side support leg 28. The support leg 28 is oriented transversely to the base wall 25 and rests against the front side leg 9 of the post 6 on a front face 29. A screw connector 30 passes through the support leg 28 and the front side leg 9 of the post 6. Mounting openings 31, 32 are provided in the support leg 28 and in the post 6 for this purpose. The spacer 16 is attached to the post 6 via the screw connector 30 and the support leg 28.

[0049] Furthermore, the spacer 16 has a rear bracket leg 33. The bracket leg 33 is oriented transversely to the base wall 25 and rests against a rear side 34 of the post 6 facing away from the roadway FB. The rear side 34 of the post 6 is located on the rear side leg 10.

[0050] At the lower end 35 of the spacer 16, viewed in the vertical direction, a lower edge leg 36 is provided, directed transversely to the base wall 25.

[0051] The front end leg 26, the support leg 28, the rear stirrup leg 33, and the lower edge leg 36 are bent at essentially right angles from the base wall 25 in the same direction towards the post 6. The base wall 25 of the spacer 16 is arranged parallel to the web 8 of the post 6.

[0052] How especially the Figure 7As illustrated, the elongated hole 20 is located in the base wall 25 of the spacer 16. The sleeve 21 is positioned in the elongated hole 20. The threaded bolt 22 is guided through the sleeve 21 and a mounting opening 37 in the web 8 of the post 6. A washer 38 is integrated to the left and right of the sleeve 21. The threaded bolt 22 is secured on the inside of the post 6 by means of a nut 39. The nut 39 is also supported on the inside of the web 8 of the post 6 by means of a washer 40.

[0053] The sleeve 21 is slightly longer than the wall thickness of the base wall 25 of the spacer 16. The disc bodies 38 each rest against the sleeve 21, thus preventing the base wall 25 of the spacer 16 from being pinched.

[0054] The sleeve 21 and the disc bodies 38 arranged on both sides along the guide track 18 between the outside and the inside of the base wall 25 ensure smooth operation of the guide 17.

[0055] The Figure 3 Figure 1 shows the vehicle restraint system 1 in a side view in its initial position or assembly position. The two superimposed guardrails 4, 5 are vertically oriented and fixed to the end leg 26 of the spacer 16 by means of the screw fasteners 27. The front end leg 26 of the spacer 16 is also vertically oriented and runs parallel to the front side leg 9 of a post 6. The guide element 19 extends through the elongated hole 20 and is located in or at the beginning of the elongated hole 23 in its initial position.

[0056] Upon impact by a motor vehicle, the spacer 16 tilts. The tilting or rotational movement is illustrated by arrow P. The movement occurs around a support point 41 on an upper edge 42 of the support leg 28. The tilting movement of the spacer 16 is predetermined and limited by the guide 17. During this movement, the upper guardrail section 2, along with the spacer 16, moves backward toward the post 6. The lower guardrail section 3 moves forward. The screw connection 30 between the support leg 28 and the post 6 breaks off. During the tilting movement, the spacer 16 moves along the guide track 18. The elongated hole 20 moves relative to the stationary guide element 19.

[0057] As the spacers 16 tilt, the guardrails 3, 4, which are fixed to the front of the spacers 16, move. This reduces the peak load resulting from the impact. The upper guardrail section 2 moves rearward relative to the post 6, while the lower guardrail section 3 moves forward against the direction of impact. In this way, impact energy can be absorbed and the impacting vehicle guided along the vehicle restraint system 1. The spacers 16, and with them the guardrail sections 2, 3, detach from the posts 6 and exert their tensile force. Reference symbol:

[0058] 1 - Vehicle restraint system 2 - Upper guardrail section 3 - Lower guardrail section 4 - Guardrails 5 - Guardrails 6 - Post 7 - Bolt connector 8 - Web 9 - Front side leg 10 - Rear side leg 11 - Free end 12 - U-profile 13 - Profile section 14 - Bolt connector 15 - Butt connector 16 - Spacer 17 - Guide 18 - Guide track 19 - Guide element 20 - Slotted hole 21 - Sleeve 22 - Threaded bolt 23 - Hole start 24 - Hole end 25 - Base wall 26 - End leg 27 - Bolt connector 28 - Support leg 29 - Front 30 - Bolt connector 31 - Mounting opening 32 - Mounting opening 33 - Bracket leg 34 -Back of 6 35 -End of 16 36 -Edge leg 37 -Mounting opening 38 -Disc body 39 -Screw nut 40 -Disc body 41 -Support point 42 -Edge FB - Lane B - Ground P - Arrow

Claims

1. Vehicle restraint system (1) for arrangement next to a roadway (FB), comprising posts (6) that can be fixed to the ground and at least one guardrail section (2, 3) extending along the roadway side along the posts (6) made of interconnected guardrails (4, 5), wherein a spacer (16) is arranged between a post (6) and a guardrail (4, 5), characterized by the fact that the spacer (16) is arranged to be tiltable along a guide (17) relative to the post (6).

2. Vehicle restraint system (1) according to claim 1, characterized by the fact that the guide (17) has a guide track (18) provided on the spacer (16), which is displaceable relative to a guide element (19) arranged on the post (6).

3. Vehicle restraint system (1) according to claim 2, characterized by the fact that the guide track (18) is formed by a curved elongated hole (20).

4. Vehicle restraint system (1) according to claim 2 or 3, characterized by the fact thatthe guide element (19) comprises a sleeve (21) and a threaded bolt (22) guided through the sleeve (21).

5. Vehicle restraint system (1) according to claim 3 or 4, characterized by the fact that the elongated hole (20) has a post-side hole beginning (23) and a road-side hole end (24), wherein the hole end (24) is located at a height below the hole beginning (23).

6. Vehicle restraint system (1) according to any one of claims 2 to 5, characterized by the fact that the spacer (16) is a metal profile with a base wall (25) in which the guide track (18) is provided and a roadway-side end leg (26) directed transversely to the base wall (25), on which the guardrail (4, 5) can be fixed, and a post-side support leg (28) which is directed transversely to the base wall (25) and is supported on a front (29) of the post (6).

7. Vehicle restraint system (1) according to claim 6, characterized by the fact thatthe spacer (16) is fixed to the post (6) by means of a screw connection (30) with its support leg (28).

8. Vehicle restraint system (1) according to claim 6 or 7, characterized by the fact that the spacer (16) has a rear stirrup leg (33) which is directed transversely to the base wall (25) and the stirrup leg (33) rests against a rear side (34) of the post (6) facing away from the roadway (FB).

9. Vehicle restraint system (1) according to any one of claims 6 to 8, characterized by the fact that the spacer (16) has a lower edge leg (36) directed transversely to the base wall (25).

10. Vehicle restraint system (1) according to any one of claims 2 to 9, characterized by the fact that a post (6) has a C-shaped cross-section with a web (8) and two side legs (9, 10), wherein the guide element (19) is fixed to the web (8) of the post (6).

11. Vehicle restraint system (1) according to at least one of claims 6 to 9 and claim 10, characterized by the fact that the base wall (25) of the spacer (16) is arranged parallel to the web (8) of the post (6).

12. Vehicle restraint system (1) according to at least one of claims 1 to 11, characterized by the fact that Two vertically arranged guardrail sections (2, 3) are provided.

13. Vehicle restraint system (1) according to at least one of claims 1 to 12, characterized by the fact that On the roadway side, two guardrails (4, 5) are fixed vertically one above the other at a spacer (16).

14. Vehicle restraint system (1) according to at least one of claims 1 to 13, characterized by the fact that a profile strand (13) formed from U-profiles (12) is arranged on the free end (11) of the posts (6) or along the free ends (11) of the posts (6).

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