Impact damper or terminal

Abstract

An impact attenuator (1) or terminal for a vehicle restraint system (2) or for an obstacle is shown, comprising a base support (4) arranged in a first front end region (1a) of the impact attenuator (1) or terminal on a mounting surface of the impact attenuator (1) or terminal, and a second rear end region (1b) opposite the first end region (1a), which has a mounting area (5) for attachment to the vehicle restraint system (2) or obstacle. Furthermore, a linear guide (6), in particular a linear sliding guide, is provided, comprising several damping elements (7a to 7d) arranged in series and movably mounted on the common linear guide (6).In order to ensure a high level of safety under simplified assembly conditions, it is proposed that the floor support (4) which is rigidly connected to the linear guide (6) has a base plate (8) for loose support on the installation surface (20), which is formed in particular by a roadway (20a).

Description

[0001] The invention relates to an impact damper or terminal for a vehicle restraint system or for an obstacle, comprising a base support arranged in a first front end region of the impact damper or terminal on a mounting surface of the impact damper or terminal, a second rear end region opposite the first end region, which has at least one mounting area for attachment to the vehicle restraint system or obstacle, a linear guide, in particular a linear sliding guide, and several damping elements arranged in series, which are movably mounted on the linear guide common to them.

[0002] Known impact dampers or terminals with damping elements movably mounted on a common linear guide are attached at least at both end regions.

[0003] For example, EP1794372B1 discloses an impact attenuator that is attached to a roadway at its front end and to a vehicle restraint system at its opposite rear end. At the front end, the impact attenuator has a base support with fastening elements, such as ground anchors, that establish a firm connection to the roadway. At the rear end, the impact attenuator is attached to the vehicle restraint system as the initial structure via screw connections. Depending on the design, the impact attenuator can also be attached to a stationary obstacle at its rear end as an alternative to the vehicle restraint system. It is also conceivable to use a terminal as the initial or final structure on the vehicle restraint system.

[0004] A disadvantage is the comparatively high installation effort, particularly depending on the condition of the installation surface, such as the roadway, when the ground support is permanently mounted. This type of installation requires not only secure anchoring but also precise alignment to reliably connect the rear end to a vehicle restraint system or a fixed barrier. Errors in anchoring and alignment must be avoided at all costs, as they can reduce safety and effectiveness.

[0005] Furthermore, not every installation surface is suitable for anchoring to the roadway and / or the ground. In addition, permanent fixing may be undesirable due to potential damage to the installation surface. The applicability of existing impact attenuators or terminals is therefore limited.

[0006] The invention therefore aims to modify the design of an impact damper or terminal in such a way that it can be set up quickly and easily without compromising its safety and effectiveness. Furthermore, this impact damper or terminal should be suitable for temporary installation.

[0007] However, another problem arises from the fact that in some cases a firm fixing is not possible due to the nature of the substrate, for example with asphalt or concrete surfaces that do not offer sufficient stability.

[0008] The invention solves the stated problem through the features of claim 1.

[0009] If the base support, which is rigidly connected to the linear guide, has a base plate for loose resting on the mounting surface, particularly a roadway, the impact attenuator or terminal can be mounted regardless of the surface's condition, such as the roadway. According to the invention, an end-mounted attachment to the vehicle restraint system or the obstacle (e.g., a stationary road barrier) is sufficient to securely mount the impact attenuator or terminal. Deficiencies in the front mounting are avoided by the loose resting position, thus ensuring that its safety and effectiveness are not compromised. Furthermore, the loose resting position allows the linear guide to deflect in the event of a side impact from a vehicle, which can reduce deformation of the linear guide.This prevents the damping elements from tilting on the common linear guide, thus ensuring the specified safety and effectiveness of the impact damper or terminal according to the invention – even with comparatively simple handling during assembly. Furthermore, this loose mounting also allows for easy temporary setup of the impact damper or terminal – without affecting the installation surface.

[0010] Preferably, the linear guide, particularly extending from the base support, rises in a ramp-like manner in the longitudinal direction of the impact damper or terminal towards the second end region, at least in sections, along its guide path for the damping elements. This ensures that, by ensuring that a vehicle impacting the linear guide, especially from the front, some of the kinetic energy can be dissipated towards the mounting surface, which can further increase the stability of the impact damper or terminal.

[0011] The guidance of the damping elements can be further improved if the linear guide has at least one longitudinal profile as a guide element, which forms the guide track for the damping elements, and to which the base support is attached. For example, this attachment is achieved via at least one screw connection.

[0012] The longitudinal profile allows any lateral movement that might occur due to the loose mounting during an impact to be reliably limited and / or balanced. This guarantees the safety and effectiveness required of the impact attenuator or terminal, even without fixed mounting at both ends. Furthermore, balancing this movement reduces undesirable forces and moments generated by the impact, further improving the stability of the impact attenuator or terminal.

[0013] If two longitudinal profiles of at least one longitudinal profile are offset from each other and arranged parallel to one another, any lateral movement of the impact damper or terminal can be simultaneously limited and / or balanced, further increasing its safety and effectiveness. Furthermore, the combination of two longitudinal profiles allows for an even more effective reduction of unwanted forces and moments generated by the impact. This leads to a further improvement in the stability of the impact damper or terminal, enabling it to maintain its performance even under a wide variety of impact situations.

[0014] Preferably, at least one screw connection passes through an elongated hole in the base support. This design allows, for example, quick and easy mounting of the impact absorber or terminal to the base support, thus simplifying handling and maintenance. The elongated hole also allows a certain degree of movement of the base support relative to the longitudinal profile in the event of an impact, thereby reducing the risk of shearing of the screw connection. This can further improve the stability of the impact absorber or terminal.

[0015] For example, if the linear guide overlaps the base plate at least in sections, unwanted forces and moments caused by the impact can be absorbed, which increases the stability of the impact damper or terminal.

[0016] If the base plate of the linear guide projects laterally on both sides, this can improve the stabilization of the impact damper or terminal. This allows the impact damper or terminal to absorb forces and / or moments more effectively, further increasing its stability.

[0017] Preferably, the guide end of the linear guide, facing the first end region and particularly adjoining this first end region, is arranged at a height near the ground that can be driven over by an impacting vehicle. This arrangement ensures that the linear guide can be driven over, thus preventing any influence on the damping properties of the damping elements located at least in the front end region of the impact damper or terminal. This further improves the safety and effectiveness of the impact damper or terminal according to the invention.

[0018] If the mounting area has at least one mounting hole for a second screw connection to the vehicle restraint system or obstacle, the impact absorber or terminal can be securely and stably attached to the vehicle restraint system or obstacle. This second screw connection also allows for precise adjustment of the fastening force, which can more reliably ensure the safety and effectiveness of the impact absorber.

[0019] Preferably, the mounting area has a mounting plate with at least one mounting opening, wherein the mounting plate connects to the linear guide via at least one projecting web. For example, the web is formed by an L-angle on the mounting plate, in particular one welded on.

[0020] This special mounting area allows the impact absorber or terminal to be mounted precisely and securely in the required location, with the L-bracket further increasing the stability and strength of the mounting area. Moreover, this design simplifies the assembly and disassembly of the system, as the bracket facilitates easy handling and alignment at the installation site. This results, among other things, in reduced installation time and less effort required for maintenance and servicing.

[0021] The impact damper or terminal offers further technical advantages through its specially designed mounting area, particularly with regard to limiting the movement of the damping elements.

[0022] By providing at least one freely projecting stop, extending longitudinally from the impact absorber or terminal to the second end area, the mounting area can help limit or prevent any potential tilting movements. This includes both tilting of the damping elements towards the mounting surface and tilting of the impact absorber or terminal relative to the vehicle restraint system or obstacle. Uncontrolled movements are thus prevented, leading to improved safety in the event of a vehicle impact. This is particularly true when the stop is located above the mounting opening of the mounting area. Furthermore, this allows the damping elements to operate more effectively and absorb impact energy, further enhancing the safety and effectiveness of the impact absorber or terminal.

[0023] The design of the impact damper or terminal can be further simplified if the damping elements each have at least one guide plate forming their end faces, and if the linear guide in the guide plates has guide recesses as a second, cooperating guide element of the linear guide, via which the damping elements are movably mounted on the linear guide. Such a guide also enables precise and smooth movement of the damping elements, so that they dampen impact energy more effectively without blocking or jamming. The safety and effectiveness of the impact damper or terminal can thus be further improved.

[0024] For example, damping elements, especially those that are hollow internally, have longitudinal side surfaces, particularly half-shells, adjoining their end faces. These surfaces are curved in the longitudinal direction of the impact damper or terminal, particularly outwards. This design enables optimal force distribution upon impact, as the curved longitudinal side surfaces can effectively absorb and distribute the energy. This can lead to improved safety and effectiveness of the impact damper or terminal, as the energy can be dissipated more efficiently.

[0025] Preferably, at least one damping element of the several damping elements has at least one internal stiffening, in particular half-shells, which are curved in the longitudinal direction.

[0026] This internal stiffening can, for example, reduce the risk of damage from protruding elements on the impact absorber or terminal in the event of deformation of the damping elements, thus further increasing the safety of vehicles and people. Furthermore, this internal stiffening leads to more effective energy absorption and distribution, which can further enhance the effectiveness of the impact absorber or terminal.

[0027] If the stiffeners are attached centrally at their ends in the damping element, this can further promote a more symmetrical behavior of the damping elements when reducing kinetic energy in the event of an impact and contribute to further improvement in the effectiveness of the impact damper or terminal.

[0028] If two stiffeners of at least one inner stiffener are curved in opposite directions and / or offset at height within the damping element, this can further simplify the design. Furthermore, this oppositely curved and / or offset arrangement promotes optimal performance of the impact damper or terminal in the event of an impact. This is achieved, for example, by further increasing the stability and load-bearing capacity of the damping elements.

[0029] Preferably, the stiffness of the respective damping elements increases in the longitudinal direction of the impact damper or terminal towards the second end region. This means that at least one damping element in the region of the second end region has a higher stiffness than at least one damping element in the region of the first end region. This allows the impact damper or terminal to perform its function effectively and reliably even at high impact energies, further increasing the safety of vehicles and people.

[0030] The figures illustrate the invention in more detail using an exemplary embodiment. Fig. 1 a side view of an impact attenuator on a vehicle restraint system, Fig. 2 a top view of the Fig. 1 The impact damper shown in Figs. 3a and 3b is a detailed view of a front end of the [unclear text]. Figure 1 and 2The depicted impact damper and Figs. 4a and 4b show detailed views of a rear end of the [device / vehicle] according to the Figure 1 and 2 depicted impact damper.

[0031] After Fig. 1 Figure 1 shows an impact attenuator 1 attached to a vehicle restraint system 2. The impact attenuator 1 is mounted on a concrete barrier 3 of the vehicle restraint system 2. For this purpose, the impact attenuator 1 has a mounting area 5 in its second rear end region 1b for attachment to the vehicle restraint system 2. The second rear end region 1b is opposite a first front end region 1a, which is designed to absorb the kinetic energy of an impacting vehicle.

[0032] Instead of a vehicle restraint system 2, a stationary obstacle - such as a road obstacle, a post for an overhead signpost, a bridge pier, etc. - is also conceivable, which has not been shown.

[0033] A floor support 4 is arranged in the first front end region 1a of the impact damper 1.

[0034] Furthermore, the impact damper 1 has a linear guide 6, specifically a linear sliding guide. Several damping elements 7a to 7d of the impact damper 1 are arranged on this linear guide 6 and are movably mounted on the common linear guide 6. The damping elements 7a to 7d are arranged sequentially, from the front to the rear end region 1a, 1b.

[0035] According to the invention, the safety and effectiveness of the impact damper 1 are increased by providing the base support 4, which is rigidly connected to the linear guide 6, with a base-side support plate 8 for the loose resting of the mounting surface 20 formed by a roadway 20a. This loose resting allows limited lateral movement in the event of an impact, enabling the impact damper 1, which is adaptable to the impact angle, to absorb energy more efficiently. This is also extremely reliable, since the degree of movement is limited by the rigidity of the linear guide 6.

[0036] Furthermore, the base plate 8 eliminates the need for anchoring to the mounting surface 20, which significantly simplifies the assembly and / or maintenance of the impact damper 1.

[0037] The base plate 8 is - as in Figs. 3a and 3bThe linear guide 6 is located at one end of the base support 4, specifically at its spacer element 9, which separates the linear guide 6 from the mounting surface 20. The U-shaped spacer element 9 is welded to the base plate 8 at one end.

[0038] Furthermore, in Fig. 2 to recognize that the impact damper 1 is supported at only two points by the base support 4 and the mounting area 5, which, for example, facilitates its assembly, but is also advantageous, for example, in terms of an uninterrupted linear guide for more advantageous damping properties.

[0039] After Fig. 1As can be seen, the linear guide 6 extending from the base support rises in the longitudinal direction L of the impact damper 1 towards the second end region 1b. This creates a ramp-shaped rising guide track B for the damping elements 7a to 7d, which also allows forces to be transferred towards the mounting surface 20 in order to relieve the damping elements 7a to 7d. This increases the stability of the impact damper 1.

[0040] This is achieved in particular by a mechanically stable design of the linear guide 6 with two metallic longitudinal profiles 10a, 10b, which form the first guide element of the linear guide 6 and create the guide track for the damping elements 7a to 7d. These two parallel longitudinal profiles 10a, 10b are arranged offset from each other by a distance A. The base support 4 is attached to their front ends by means of first screw connections 11a, namely cap screws. This results in a longitudinally stable alignment of the impact damper 1 with respect to lateral forces.

[0041] The mounting of the longitudinal profiles 10a, 10b to the base support 4 is facilitated by elongated holes 12 through which the first screw connection 11a passes. Furthermore, this also makes it easier to adjust the slope of the ramp-shaped guide track of the linear guide 6 and / or to align the base plate 8 with the mounting surface 20.

[0042] As also in the Fig. 3a As can be seen, the linear guide 6 runs over the support plate 8 and thus overlaps it. The support plate 8 also projects laterally on both sides of the linear guide 6 and thus over the two longitudinal profiles 10a, 10b. This provides sufficient support for the impact damper 1 at the front end region 1a. Further supports, apart from the attachment at the rear end region 1b, are therefore unnecessary.

[0043] To ensure that the floor support 4 has no effect on the damping behavior of the impact damper 1, the guide end 6a of the linear guide 6, which follows the first end region 1a, is arranged at a ground level that can be driven over by an impacting vehicle, as shown in Fig. 1 and 3b This is particularly noticeable. The impact damper 1 also has a protective cover 21 in the form of a sheet metal plate, which bevels the front end 1a of the impact damper 1 towards the mounting surface 20.

[0044] Furthermore, assembly area 5 is also specially designed, as shown in the Figures 4a and 4b This mounting area 5 has several mounting openings 13 for a second screw connection 13a on the concrete barrier 3 of the vehicle restraint system 2. The mounting openings 13 are provided on a mounting plate 14 of the mounting area 5, to which two L-brackets of the mounting area 5 are welded. These L-brackets form projecting webs 14a on the mounting plate 14, each of which connects to a longitudinal profile 10a, 10b of the linear guide 6 via fixed connections, namely second screw connections 11b, specifically cap screws. This ensures a stable connection of the linear guide 6 to the concrete barrier 3, which increases the safety and effectiveness of the impact attenuator 1.

[0045] This is also achieved by the fact that the mounting area 5 above the mounting openings 13 has two freely projecting stops 15 extending in the longitudinal direction L of the impact damper 1 towards the second end region 1b. The stop is attached to the last damping element 7d of the damping elements 7a to 7d when viewed towards the second end region 1b and, in the exemplary embodiment, is formed by a U-shaped bracket. As in Fig. 4b The stop 15 can be seen attached to the guide plate 16 of the last damper element 7d, namely screwed on as shown.

[0046] The special design of the damping elements 7a to 7d also contributes to the increased safety and effectiveness of the impact damper 1. The internally hollow damping elements 7a to 7d each have at least one guide plate 16 forming their end faces. Two guide recesses 16a, 16b are provided in each of the guide plates 16, serving as a second guide element for the linear guide 6. The guide recesses 16a, 16b are each penetrated by a longitudinal profile 10a, 10b, and thus act together with the first guide element to provide guidance. The damping elements 7a to 7d are therefore movably mounted on the linear guide 6.

[0047] Furthermore, the longitudinal side surfaces 17a, 17b adjoining these end faces curve outwards in the longitudinal direction L of the impact damper 1. The longitudinal side surfaces 17a, 17b are formed by metallic half-shells which are screwed to the respective metallic guide plates 16. As in the Fig. 4b For example, it can be seen that one or more metallic half-shells can be arranged one above the other on the longitudinal side surfaces 17a, 17b – the number of which corresponds to the required damping of the damping element 7a to 7d. For example, on damping element 7a, one half-shell is arranged on each longitudinal side surface 17a, 17b, and on the subsequent damping element 7b, two half-shells are arranged one above the other on each longitudinal side surface 17a, 17b.

[0048] Furthermore, some damping elements 7a to 7d have internal stiffeners 18a, 18b, also in the form of metallic half-shells. These stiffeners 18a, 18b also have a curved longitudinal axis L. Preferably, all half-shells are identical, which can simplify the design and manufacture of the impact damper 1.

[0049] Symmetrical deformation of the damping elements 7a to 7d is promoted by subsequent design measures. The stiffeners 18a, 18b are attached centrally at their respective ends within the damping element 7a to 7d. If the damping element 7a to 7d has several stiffeners 18a, 18b, these are curved in opposite directions and offset from each other vertically, as can be seen on the damping elements 7d.

[0050] The stiffeners 18 of the adjoining damping elements 7c and damping elements 7a to 7d also run in an alternating, oppositely curved direction, as shown in Fig. 2 to recognize.

[0051] This makes it possible to ensure that the stiffness of the respective damping elements 7a to 7d increases in the longitudinal direction L of the impact damper 1 towards the second end region 1b.

[0052] The after Figures 1 to 4b The depicted impact damper 1 can also be conceived as Terminal 1 (e.g., as the initial structure of the vehicle restraint system), which has not been shown in detail.

[0053] It is generally accepted that "in particular" can be translated into English as "more particularly". A feature preceded by "in particular" is to be considered an optional feature that can be omitted and therefore does not constitute a limitation, for example, of claims. The same applies to "preferably", translated into English as "preferably", and to "if necessary", translated into English as "if necessary".

Claims

1. Impact absorber or terminal for a vehicle restraint system (2) or for an obstacle, comprising a base support (4) arranged in a first front end region (1a) of the impact absorber (1) or terminal on a mounting surface (20) of the impact absorber (1) or terminal, comprising a second rear end region (1b) opposite the first end region (1a) which has at least one mounting area (5) for attachment to the vehicle restraint system (2) or obstacle, comprising a linear guide (6), in particular a linear sliding guide, and comprising several damping elements (7a to 7d) arranged in series, which are movably mounted on the linear guide (6) they have in common, characterized by the fact that The floor support (4) which is firmly connected to the linear guide (6) has a base plate (8) for loose placement on the mounting surface (20), which is formed in particular by a roadway (20a).

2. Impact damper or terminal according to claim 1, characterized by the fact that the linear guide (6), which in particular originates from the base support, rises in a ramp-like manner in the longitudinal direction (L) of the impact damper (1) or terminal towards the second end area (1b) in its guide path for the damping elements (7a to 7d).

3. Impact damper or terminal according to claim 1 or 2, characterized by the fact that the linear guide (6) has at least one longitudinal profile (10a, 10b) as the first guide element, which forms the guide track (B) for the damping elements (7a to 7d), to which longitudinal profile (10a, 10b) the base support (4) is attached.

4. Impact damper or terminal according to claim 3, characterized by the fact that two longitudinal profiles (10a, 10b) of at least one longitudinal profile (10a, 10b) are offset from each other by a distance (A) and are arranged parallel to each other.

5. Impact damper or terminal according to claim 3 or 4, characterized by the fact that at least one first screw connection (11a) passes through an elongated hole (12) on the base support (4).

6. Impact damper or terminal according to any one of claims 1 to 5, characterized by the fact that the linear guide (6) overlaps the base plate (8) at least in sections and / or the base plate (8) projects laterally on both sides of the linear guide (6).

7. Impact damper or terminal according to any one of claims 1 to 6, characterized by the fact that the guide end of the linear guide (6) facing the first end region (1a), in particular adjoining this first end region (1a), is arranged in a ground proximity that can be driven over by an impacting vehicle.

8. Impact damper or terminal according to any one of claims 1 to 7, characterized by the fact that the mounting area (5) has at least one fastening opening (13) for a second screw connection (13a) with the vehicle restraint system (2) or obstacle.

9. Impact damper or terminal according to claim 8, characterized by the fact thatthe mounting area (5) has a mounting plate (14) with at least one fastening opening (13), wherein the mounting plate (14) connects to the linear guide (6) via at least one projecting web (14a), in particular an L-angle on the mounting plate (14).

10. Impact damper or terminal according to any one of claims 1 to 9, characterized by the fact that the mounting area (5), in particular above the mounting opening (13), has at least one freely projecting stop (15) viewed in the longitudinal direction (L) of the impact damper (1) or terminal towards the second end area (1b).

11. Impact damper or terminal according to any one of claims 1 to 10, characterized by the fact thatthe damping elements (7a to 7d) each have at least one guide plate (16) forming their end faces between them, and the linear guide (6) has guide recesses (16a, 16b) in the guide plates (16) as a second guide element of the linear guide (6) cooperating with the first, via which the damping elements (7a to 7d) are movably mounted on the linear guide (6).

12. Impact damper or terminal according to any one of claims 1 to 11, characterized by the fact that the damping elements (7a to 7d), which are in particular hollow inside, have longitudinal side surfaces (17a, 17b) adjoining their end faces, in particular half shells, which are curved in the longitudinal direction (L) of the impact damper (1) or terminal, in particular outwards.

13. Impact damper or terminal according to claim 12, characterized by the fact thatat least one damping element (7a to 7d) of the several damping elements (7a to 7d) has at least one internal stiffening (18), in particular half shells, which are curved in the longitudinal direction (L).

14. Impact damper or terminal according to claim 13, characterized by the fact that the stiffening (18) at whose ends are centrally attached in the damping element (7a to 7d) and / or that two stiffenings (18) of the at least one inner stiffening (18) run in opposite directions and / or are arranged offset at height in the damping element (7a to 7d).

15. Impact damper or terminal according to claim 13 or 14, characterized by the fact that the stiffeners (18) several adjoining damping elements (7a to 7d) run alternately in opposite directions.

16. Impact damper or terminal according to any one of claims 1 to 15, characterized by the fact thatthe stiffness of the respective damping elements (7a to 7d) in the longitudinal direction (L) of the impact damper (1) or terminal towards the second end area (1b) increases.

17. Vehicle restraint system with an impact damper (1) or terminal according to any one of claims 1 to 16.

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