Vehicle Restraint System with Concrete Bulkhead

Abstract

The present invention relates to a vehicle restraint system (1) having a concrete bulkhead (2) with at least one through hole (3) formed therein. A blind hole (5) corresponding to the at least one through hole (3) is arranged in a support surface (4) below the at least one through hole (3), and a pin (6) is arranged both in the at least one through hole (3) and in the blind hole (5) corresponding to the at least one through hole (3). It is proposed that the pin (6) has a specifiable amount of play relative to the blind hole (5).

Description

[Technical field]

[0001] The present invention relates to a vehicle restraint system having a concrete bulkhead according to the preamble of claim 1. [Background technology]

[0002] Vehicle restraint systems are known that aim to prevent vehicles from leaving the roadway. Such vehicle restraint systems are known to be used to spatially define the roadway. The vehicle and its occupants are protected by the vehicle restraint system from collision with other vehicles (e.g. oncoming vehicles on adjacent oncoming lanes). By spatially defining the roadway by the vehicle restraint system, the vehicle can also be prevented from moving off the roadway and into off-road locations, such as, for example, field paths or bicycle paths. Vehicle restraint systems are used in particular in crash-prone areas such as on- and off-ramps to motorways, and at construction sites of motorways or highways, to prevent collisions or to reduce the risk of injury to people in the event of a collision.

[0003] In order to increase the restraining effect of a vehicle restraint system, it is known to securely fasten the vehicle restraint system to a support surface. In order to ensure the highest possible safety against a vehicle breaking through the vehicle restraint system, the known vehicle restraint system is securely fastened to a support surface such that a permanent connection between the vehicle restraint system and the anchor is guaranteed even in the event of a severe vehicle collision.

[0004] However, the disadvantage of such a permanent connection or fixation is that the construction of such a vehicle restraint system is time-consuming and complicated, due to which such a vehicle restraint system is fixed or pinned non-displaceably to the support surface. The installation of such a vehicle restraint system requires a large number of construction steps, different equipment and high material costs are required to establish a sufficiently reliable fixation of the vehicle restraint system on the support surface in the event of a severe collision of the vehicle. By fixing the known vehicle restraint system to the support surface, such a vehicle restraint system has a high rigidity and does not deform for light vehicles, which means that the severity of the collision is high and dangerous for the vehicle occupants. As a result, when the vehicle crashes into the vehicle restraint system, forces are directly transmitted to the support surface, which creates a locally significant stress peak in the event of the collision. Furthermore, in the event of a collision, the tilting effect of the vehicle restraint system cannot be utilized to reduce the collision energy, i.e. the time-delay collision behavior of the vehicle restraint system cannot be utilized. Summary of the Invention

[0005] It is therefore an object of the present invention to provide a vehicle restraint system with a concrete bulkhead of the type mentioned at the outset, which avoids the above-mentioned disadvantages, allows for quick and easy assembly and disassembly of the vehicle restraint system, and furthermore provides a rigid and strong restraining effect for heavy vehicles while exhibiting a flexible behavior for light crash events.

[0006] According to the invention, this object is achieved by the features of claim 1.

[0007] This provides the advantage that it allows the vehicle restraint system to be constructed quickly and easily, and allows savings in construction costs and time to be achieved. The specifiable play of the pin relative to the blind hole provides the advantage that the pin can be quickly and easily placed in the at least one through hole, as well as in the blind hole corresponding to the at least one through hole, and can be removed quickly as well. Studies have shown that merely placing the pin in the at least one through hole, as well as in the blind hole corresponding to the at least one through hole, is sufficient to achieve a strong restraining effect on the crashing vehicle. This provides the advantage of significantly reducing the construction time of the vehicle restraint system compared to the previously known vehicle restraint systems, given that during the construction of the vehicle restraint system, in order to produce the above-mentioned safety aspects, the worker only needs to drop the pin into the at least one through hole when passing through the concrete bulkhead, and no complicated drilling operations and mechanical ramming of the anchor into the supporting surface are required. The pins inside the at least one through-hole and in the blind holes corresponding to the at least one through-hole allow, due to the dynamic friction tension acting on the pins (effectively preventing the vehicle from breaking through), a high level of resistance of the vehicle restraint system against a vehicle colliding with the vehicle restraint system to still be achieved, especially in the case of a severe collision of the vehicle against the vehicle restraint system. Also, part of the kinetic energy of the vehicle colliding with the vehicle restraint system can be effectively dissipated by the displacement and tilting of the vehicle restraint system. Furthermore, there is the advantage that the specifiable play of the pins relative to the blind holes can be set quickly and precisely directly during construction by the selection of the blind hole size and the pin diameter, whereby further time savings are achieved during the construction of the vehicle restraint system. The specifiable play of the pins relative to the blind holes provides the advantage that no damage occurs to the pins in the case of light collisions or flat impact angles, since only free displacements and free tilting of the concrete bulkhead occurs, so that the pins do not substantially absorb lateral forces and tensions. In the case of a severe collision, a different effect occurs. On the one hand, the pins arranged loosely on the support surface counteract further spatial displacements of the concrete bulkhead.If the concrete bulkhead is tilted by a collision, the frictional tension acting on the pins increases further, which further counteracts the kinetic energy of the collision. This provides the advantage that on the one hand the vehicle restraint system can be quickly and easily installed and has a flexible behavior for light vehicles, and on the other hand it provides sufficient protection even against severe vehicle collisions. The object of the present invention is therefore to specify a method of the type mentioned at the outset, which makes it possible to avoid the above-mentioned drawbacks and which allows a vehicle restraint system to be installed quickly and easily, and which furthermore provides a rigid and strong restraining effect for heavy vehicles while at the same time exhibiting a flexible behavior for light crash events.

[0008] The invention further relates to a method for constructing a vehicle restraint system according to claim 14.

[0009] The object of the present invention is therefore to specify a method of the type mentioned at the outset, which makes it possible to avoid the above-mentioned drawbacks and which allows a vehicle restraint system to be installed quickly and easily, and which furthermore provides a rigid and strong restraining effect for heavy vehicles while at the same time exhibiting a flexible behavior for light crash events.

[0010] According to the invention, this is achieved by the features of claim 14.

[0011] The advantages of this approach coincide with those of the vehicle restraint system described above having a concrete bulkhead.

[0012] The dependent claims relate to further advantageous embodiments of the invention, whereby explicit reference is made to the language of the claims, which are hereby considered to be incorporated herein by reference and reproduced verbatim.

[0013] The invention will now be described in more detail with reference to the accompanying drawings, in which preferred embodiments only are shown by way of example. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a side view of a first preferred embodiment of a vehicle restraint system having headrest pins made from reinforced steel. [Diagram 2] FIG. 2 is a side view of a second preferred embodiment of a vehicle restraint system having a seal. [Diagram 3] FIG. 13 is a side view of a third preferred embodiment of a vehicle restraint system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] 1-3 show at least a portion of three preferred embodiments of a vehicle restraint system 1 having a concrete bulkhead 2 having at least one through hole 3, a blind hole 5 corresponding to the at least one through hole 3 arranged in a support surface 4 below the at least one through hole 3, a pin 6 arranged both in the at least one through hole 3 and in the blind hole 5 corresponding to the at least one through hole 3, the pin 6 having a specifiable amount of play relative to the blind hole 5.

[0016] Further provided is a method for constructing a vehicle restraint system 1, the vehicle restraint system 1 having a concrete bulkhead 2 having at least one through hole 3 formed therein, a blind hole 5 corresponding to the at least one through hole 3 being drilled in a support surface 4 below the at least one through hole 3, a pin 6 being positioned both in the at least one through hole 3 and in the blind hole 5 corresponding to the at least one through hole 3, and a diameter of the blind hole 5 being selected such that the pin 6 has a specifiable amount of play relative to the blind hole 5.

[0017] This provides the advantage that the construction of the vehicle restraint system 1 can be performed quickly and easily, and savings in construction costs and time can be achieved. The specifiable play of the pin 6 relative to the blind hole 5 provides the advantage that the pin 6 can be quickly and easily positioned in the at least one through hole 3 as well as in the blind hole 5 corresponding to the at least one through hole 3, and can be quickly removed as well. Studies have shown that merely installing the pin in the at least one through hole 3 as well as in the blind hole 5 corresponding to the at least one through hole 3 is sufficient to achieve a strong restraining effect against the crashing vehicle. This provides the advantage of significantly shortening the construction time of the vehicle restraint system 1 compared to the conventionally known vehicle restraint systems 1, given that during the construction of the vehicle restraint system 1, the worker only needs to drop the pin 6 into the at least one through-hole 3 when passing through the concrete bulkhead 2, and no complicated drilling operations and no mechanical ramming of the anchor into the supporting surface are required. The pin 6 inside the at least one through-hole 3 and in the blind hole 5 corresponding to the at least one through-hole 3 allows a high level of resistance of the vehicle restraint system 1 against a vehicle impacting the vehicle restraint system 1 to nevertheless be achieved, especially in the case of a violent impact of the vehicle against the vehicle restraint system 1, due to the dynamic friction tension acting on the pin (effectively preventing the vehicle from breaking through). Also, a part of the kinetic energy of the vehicle impacting the vehicle restraint system 1 can be effectively dissipated by the displacement and tilt of the vehicle restraint system 1. Furthermore, there is the advantage that the specifiable play of the pin 6 relative to the blind hole 5 can be quickly and precisely set directly during construction by the selection of the blind hole size and the pin diameter, which results in further time savings during the construction of the vehicle restraint system 1. The specifiable play of the pin 6 relative to the blind hole 5 offers the advantage that no damage occurs to the pin in the case of light impacts or flat impact angles, since only free displacements and free tilting of the concrete bulkhead 2 occurs, so that the pin does not substantially absorb lateral forces and tensions. In the case of severe impacts, a different effect occurs. On the one hand, the pin 6, which is loosely arranged on the support surface 4, counteracts further spatial displacements of the concrete bulkhead 2. If the concrete bulkhead 2 is tilted by the impact, the frictional tensions acting on the pin 6 increase further, which further counteracts the kinetic energy of the impact. This offers the advantage that the vehicle restraint system 1 can be installed quickly and easily, has a flexible behavior for light vehicles and at the same time provides sufficient protection even against severe vehicle impacts.

[0018] The vehicle restraint system 1 should be understood as a passive protection device on the road, which prevents at least one vehicle from exiting the roadway in an uncontrolled manner and at the same time also prevents the at least one vehicle from colliding with other vehicles and obstacles along the road. In particular, a vehicle colliding with the vehicle restraint system 1 can be prevented from passing, whereby people in particular near the road can be protected from being run over or struck. The vehicle restraint system 1 represents an obstacle or barrier that can absorb or transform a certain amount of the kinetic energy of the vehicle, in particular a large part of the collision energy, in particular in the event of a vehicle collision.

[0019] The vehicle restraint system 1 comprises a concrete partition 2. The concrete partition 2 is preferably made from at least one precast concrete member or concrete partition element. The concrete partition 2 preferably has a New Jersey or step profile. The concrete partition 2 is preferably made from normal concrete and / or heavy concrete. Particularly preferably, the concrete partition 2 may comprise a first and a second concrete. The first concrete preferably has a higher density than the second concrete and the first concrete is in particular, unlike the second concrete, reinforced with additives such as stones or fibers.

[0020] The vehicle restraint system 1 is intended to be constructed on a supporting surface 4 . The concrete partition 2 is preferably constructed on a supporting surface 4, the concrete partition 2 preferably having a base surface, the concrete partition 2 being in an erected state in which the base surface lies on the supporting surface 4. Particularly preferably, the base surface has a larger bottom area than the area opposite the base surface.

[0021] The support surface 4 may preferably comprise different layers and different types of soil. In particular, Figures 1 and 3 show a support surface 4 consisting of at least two layers, while Figure 2 shows a support surface 4 consisting of only a single layer.

[0022] Preferably, the support surface 4 may be made to have a bonding base layer 9 below at least one through hole 3. This provides the advantage that in case of a vehicle impact with the vehicle restraint system 1, the pin 6 can exert a greater resistance against the wall of the blind hole when the concrete bulkhead 2 is displaced further spatially.

[0023] 1, the support surface 4 can preferably be made to have a non-bonded substrate 10 below the bonded substrate 9. This offers the advantage that no stagnation can form in the blind hole 5, since it can penetrate into the non-bonded substrate 10.

[0024] The bonded base layer 9 and / or the non-bonded base layer 10 may preferably comprise several layers. In particular, the non-bonded base layer 10 may have a gravel bed and / or a frost protection layer. The bonded base layer 9 has at least one layer, in particular an asphalt base layer, bonded in particular by means of bitumen.

[0025] In particular, the road pavement may have a bonding base layer 9 .

[0026] Particularly preferably, the top layer of the subsoil 4, in particular the bonding base layer 9, consists of concrete or asphalt.

[0027] Particularly preferably, the concrete partition 2 contacts the top layer of the supporting surface 4 with its base surface.

[0028] In particular, the top layer of the support surface 4 is a bonding base layer 9 .

[0029] Particularly preferably, the concrete partition wall 2 is in contact with the joining base layer 9 at its base surface.

[0030] Preferably, a blind hole 5 corresponding to at least one through hole 3 can be made to penetrate the bonded substrate 9. This offers the advantage that no stagnation can form in the blind hole 5, since it can penetrate into the non-bonded substrate 10.

[0031] The concrete partition wall 2 has at least one through hole 3, which preferably refers to a penetration, opening, or free space extending through the concrete partition wall 2. In particular, immediately after the through hole 3 is formed, only air exists inside the through hole 3.

[0032] The through hole 3 is preferably embodied as a circular hole.

[0033] The concrete partition 2 preferably has at least two through holes 3 over a length of substantially 6 metres.

[0034] The prefabricated concrete element preferably has two, particularly preferably four and in particular six through-holes 3 .

[0035] When the concrete partition 2 is in the installed state, the through-holes 3 are preferably arranged perpendicular to the support surface 4, in particular perpendicular to the base surface. The installed state of the concrete partition 2 refers here to the state in which the concrete partition 2 stands on its base surface at or on the roadway, such that its base surface is in contact with the support surface 4.

[0036] Particularly preferably, the through hole 3 has its first opening on the base surface.

[0037] The through hole 3 may preferably be embodied as a borehole.

[0038] Alternatively, the through holes 3 may be created during the casting process used to manufacture the concrete partition wall 2, in which case the through holes 3 may be created in particular by casting elements that have the desired shape of the through holes 3 after casting.

[0039] The through holes 3 are preferably formed in the concrete partition wall 2 .

[0040] In particular, the through-hole 3 in the concrete is reinforced with a reinforcing element, which is preferably made of metal.

[0041] A blind hole 5 corresponding to the at least one through hole 3 is arranged in the support surface 4 below the at least one through hole 3. The blind hole 5 is also called a tapped blind hole, the blind hole 5 preferably does not penetrate the object and preferably has a specifiable depth.

[0042] The blind hole 5 is preferably cylindrical.

[0043] Preferably, each through hole 3 corresponds to exactly one blind hole 5 .

[0044] The blind hole 5 may preferably be embodied as a borehole.

[0045] Alternatively, the blind holes 5 may be formed during the casting process used to make the driveway.

[0046] In particular, it can be provided that the position of the blind hole 5 on the support surface 4 is measured and that after the measurement the blind hole 5 is drilled.

[0047] The blind holes 5 are preferably formed in the bonded substrate 9 and in the non-bonded substrate 10 .

[0048] Alternatively, the blind holes 5 are formed in the bonding base layer 9 only.

[0049] A pin 6 is arranged both in the at least one through hole 3 and in the blind hole 5 corresponding to the at least one through hole 3. The pin 6 may in particular be called a bolt, a nail or a screw.

[0050] Preferably, the pin 6 may be substantially cylindrical.

[0051] The pins 6 preferably pass through the bonding base layer 9 .

[0052] The pins 6 preferably penetrate the top layer of the support surface 4 .

[0053] In particular, the lower end of the pin 6 abuts against the bottom of the blind hole 5 .

[0054] The pin 6 is adapted to have a specifiable amount of play relative to the blind hole 5. In particular, the specifiable amount of play is adapted to include values ​​greater than zero. In particular, the specifiable amount of play can be adjusted by selecting the drill and the diameter of the pin 6. Preferably, the pin 6 may be made to have a specifiable amount of play relative to the blind hole 5 over a majority of the length of the blind hole 5. This provides the advantage that even if the blind hole 5 becomes dirty, it can be ensured that the pin 6 has a specifiable amount of play in the blind hole 5, and thus the restraining effect of the vehicle restraint system 1 can be maintained even if the blind hole 5 is dirty.

[0055] Preferably, the specifiable amount of play of the pin 6 relative to the blind hole 5 can be made to match the specifiable play of the pin 6 relative to the through hole 3 .

[0056] The addressable play of the pins 6 allows different phases to be distinguished in the event of a collision of a vehicle colliding with the vehicle restraint system 1. This provides the advantage that a controlled, step-by-step increase in crashworthiness can be achieved for a vehicle colliding with the vehicle restraint system 1.

[0057] Preferably, the vehicle colliding with the vehicle restraint system 1 causes a free displacement or free tilt of the vehicle restraint system 1 in a first phase. The free displacement of the vehicle restraint system 1 is preferably a horizontal displacement of the vehicle restraint system 1, the pin 6 in the blind hole 5 having no influence on the displacement. The free tilt of the vehicle restraint system 1 is preferably a tilt of the vehicle restraint system 1, the pin 6 in the blind hole 5 having no influence on the tilt. The free tilt of the vehicle restraint system 1 is preferably possible up to a certain angle, the predetermined angle being determined in particular by a specifiable play of the pin 6. This provides the advantage that the severity of the collision, which is particularly greatest in the first phase, or a part of the kinetic energy of the vehicle colliding with the vehicle restraint system 1 can be reduced by the specifiable play of the pin 6 relative to the blind hole 5, in particular making it possible to increase the safety of the occupants of the vehicle colliding with the vehicle restraint system 1. This also provides the advantage that in the event of a minor collision, less damage will be caused to the vehicle restraint system 1 and the vehicle it collide with (which means fewer repairs will be required).

[0058] In particular, the concrete partition wall 2 is freely displaced in a first stage.

[0059] Preferably, a vehicle colliding with the vehicle restraint system 1 causes, in a second phase, a constrained displacement or a constrained tilt of the vehicle restraint system 1. When a displacement or tilt of the vehicle restraint system 1 is prevented, the pin 6 preferably comes into contact with the blind hole 5 and / or the through hole 3. In the second phase, the pin 6 is preferably pressed against the wall of the blind hole 5 or against the wall of the through hole 3, thereby counteracting any further free displacement or further free tilt of the vehicle restraint system.

[0060] In particular, in the second stage, friction tension acts on pin 6, which further increases the restraining effect of vehicle restraint system 1. This provides the advantage that the impact resistance of vehicle restraint system 1 can be improved stepwise, and that the friction tension on pin 6 can also effectively increase the restraining effect of vehicle restraint system 1 in the second stage after the first stage.

[0061] The second stage preferably follows immediately after the first stage.

[0062] Preferably, in the third stage, the vehicle colliding with the vehicle restraint system 1 tilts the vehicle restraint system 1 rearward due to gravity, which can prevent, for example, the truck trailer from overturning if the truck collides with the vehicle restraint system 1. For example, if the truck towing vehicle including the trailer contacts the side along the vehicle restraint system 1 such that the vehicle restraint system 1 is free to tilt or shift, the truck trailer can reach the tilted or displaced position of the vehicle restraint system 1 with a delay such that the tilted position of the vehicle restraint system 1 tilts the vehicle restraint system 1 rearward due to gravity, thereby preventing the trailer from overturning.

[0063] In particular, by increasing the cross-sectional area of ​​the at least one through-hole 3 and / or the blind hole 5 corresponding to the at least one through-hole 3, rearward tilting of the vehicle restraint system 1 is made easier.

[0064] In particular, gravity-related rearward tilt of the vehicle restraint system 1 is caused by the weight of the concrete bulkhead 2 .

[0065] In particular, the rearward tilt of the vehicle restraint system 1 caused by gravity exerts a force on a vehicle colliding with the vehicle restraint system 1.

[0066] In particular, contact of the vehicle with the vehicle restraint system 1 will result in successive displacement and tilting of each section of the vehicle restraint system 1. Each section of the vehicle restraint system 1 preferably has a predetermined number of pins 6. In particular, one section may have two pins 6, each having at least one through hole 3 and one blind hole 5 corresponding to the at least one through hole 3.

[0067] Alternatively, it can be provided that the specifiable play of the pin 6 relative to the blind hole 5 has a deviation from the specifiable play of the pin 6 relative to the through hole 3 of 10%, preferably 20%, particularly preferably 30%.

[0068] Particularly preferably, the addressable play of the pin 6 relative to the blind hole 5 can be made to correspond to at least 5%, preferably at least 10%, particularly preferably at least 15% of the diameter of the pin 6. This has the particular advantage that the pin 6 can be easily positioned in the at least one through-hole 3 as well as in the blind hole 5 corresponding to the at least one through-hole 3. Furthermore, this provides the advantage that an addressable play of the pin 6 relative to the blind hole 5 can be ensured even in the case of a significant increase in temperature and, as a result, an expansion of the pin 6 and / or the vehicle restraint system 1, i.e., a simple and easy removal can be ensured even in the case of a significant increase in temperature, and that internal tensions in the blind hole 5 or in the through-hole 3 can be prevented. Particularly preferably, the length of the pins 6 can be adapted to the nature of the soil, in particular in the case of less compacted soils longer pins are provided than in dense, compacted and compacted soils. Compacted soils may in particular include a high percentage of gravel.Compacted soils may in particular include an asphalt or concrete base.

[0069] Particularly preferably, it can be provided that the cross-sectional area of ​​the through hole 3 and the cross-sectional area of ​​the blind hole 5 are substantially the same. This provides the advantage that, if the concrete partition wall 2 is tilted by a vehicle impacting therewith, the maximum tilt of the concrete partition wall 2 is adjustable based on a specifiable amount of play of the pin 6 relative to the blind hole 5.

[0070] Particularly preferably, the pin 6 can be made to have a diameter of at least 1.5 cm, preferably at least 2 cm, particularly preferably at least 2.5 cm. This provides the advantage that the vehicle restraint system 1 has a particularly high resistance and restraining effect against a vehicle colliding with the vehicle restraint system 1.

[0071] In particular, the diameter of the pin 6 may be made to substantially match the thickness of the top layer of the support surface 4 .

[0072] In particular, the diameter of the pin 6 can be made to substantially match the thickness of the bonding base layer 9 .

[0073] Particularly preferably, the pin 6 can be made to be a headless pin. This provides the advantage that a notch effect on the concrete bulkhead 2 caused by the head of the pin 6 is prevented when the concrete bulkhead 2 is tilted by a vehicle impacting the vehicle restraint system 1, so that the vehicle restraint system 1 has a higher resistance to a vehicle impacting the vehicle restraint system 1. Furthermore, there is the advantage that, in particular, a larger contact surface is formed between the pin 6 and the blind hole 5, which makes it possible to increase the friction tension. Furthermore, this can prevent the pin 6 from being easily pulled out in the event of a vehicle impact and a resulting tilt. Such a pull-out of the pin 6 can occur, for example, when the concrete bulkhead 2 is tilted, and if the head gets stuck in the through hole 3, this can lead to a slight pull-out of the pin 6, in particular when a tilt occurs. The headless design of the pin 6 provides the advantage that the pin 6 is not easy to grasp, especially when the pin 6 does not protrude beyond the through hole 3, i.e. the headless pin 6 cannot be removed by anyone other than malicious parties, which can increase the safety of the vehicle restraint system 1. Figure 1 shows a preferred embodiment of a vehicle restraint system 1 having a headless pin 6.

[0074] In particular, the headless design of the pin 6 facilitates shifting or tilting of the vehicle restraint system 1 .

[0075] Particularly preferably, provision can be made for the upper end of the pin 6 to be arranged in the at least one through-hole 3. The upper end of the pin 6 is the end of the pin 6 which faces away from the support surface 4 when the concrete partition wall 2 is in the installed state. This offers the advantage that possible injuries to a worker or a passerby on the pin 6 are prevented if he or she climbs over the concrete partition wall 2, for example after a collision.

[0076] Furthermore, malicious removal of the pins 6 by unauthorized persons can be prevented. Particularly preferably, the pins 6 in the support surface 4 can be provided with a depth of less than or equal to 60 cm, preferably less than or equal to 50 cm, particularly preferably less than or equal to 40 cm. This offers the advantage that a particularly high resistance of the vehicle restraint system 1 to a vehicle colliding with it can be achieved.

[0077] Particularly preferably, the pins 6 in the support surface 4 may be provided with a depth of at least 10 cm, preferably at least 15 cm, particularly preferably at least 20 cm. This offers the advantage that a particularly good level of resistance of the vehicle restraint system 1 to a vehicle colliding with it is achieved, while at the same time costs and materials can be saved.

[0078] Particularly preferably, the pin 6 can be made to have longitudinal grooves. The longitudinal grooves can in particular comprise ribs, grooves or individual extensions, in particular the ribs can be designed to taper to a point. This offers the advantage that the adhesion or friction of the pin 6 against the wall of the blind hole 5 or through hole 3 is increased, whereby the pin 6 is held in place, in particular in the case of vertical forces, in particular in the case of dynamic impacts. Figure 1 shows a preferred embodiment of a vehicle restraint system 1 with a pin 6 having longitudinal grooves.

[0079] The longitudinal grooves may in particular be arranged on the cylindrical outer surface of the pin 6 .

[0080] Preferably, provision can be made for a specifiable amount of play of the pin 6 relative to the blind hole 5 to be formed between the height of the longitudinal groove and the blind hole 5. Preferably, provision can be made for a specifiable amount of play of the pin 6 relative to the through hole 3 to be formed between the height of the longitudinal groove and the through hole 3. In particular, the diameter of the pin 6 is measured from the outer diameter of the fluted pin 6. This provides the advantage that even in the case of a fluted pin 6, a settable play of the pin 6 relative to the at least one through hole 3 and / or the blind hole 5 corresponding to the at least one through hole 3 can be ensured, i.e. the restraining effect of the vehicle restraint system 1 itself is not influenced by the fluted pin 6.

[0081] Particularly preferably, the pin 6 may be made of reinforced steel. In particular, the pin 6 may be made of ribbed steel. The pin 6 may preferably be made of metal, in particular steel. This offers the advantage that the pin 6 has both a high level of strength and a high level of ductility, which can ensure a high level of safety and a high resistance or restraining effect of the vehicle restraint system 1 against a crashing vehicle.

[0082] Particularly preferably, at least one through hole 3 and / or blind hole 5 can be provided with a seal 7. This provides the advantage that the pin 6 can be protected from environmental influences and contamination (such as stagnation), which can extend the service life of the pin 6, in particular in terms of corrosion, and the resistance of the vehicle restraint system 1 against crashing vehicles can be guaranteed over a longer period of time, while at the same time reducing the maintenance requirements of the vehicle restraint system 1. Furthermore, a specifiable amount of play of the pin 6 relative to the blind hole 5, which is kept constant over a period of time, can be ensured. In particular, the blind hole 5 can also be protected against freezing of stagnation, since stagnation is prevented from accumulating in the blind hole 5.

[0083] In particular, the seal 7 may be an O-ring or a cone seal.

[0084] In particular, the seal 7 may be made from a polymer, particularly preferably a plastic.

[0085] Particularly preferably, it can be provided that the at least one through-hole 3 and the blind hole 5 corresponding to the at least one through-hole 3 are arranged only on the first side 8 of the concrete bulkhead 2. This offers the advantage that in the event of a severe vehicle crash, in particular in the event of an acute crash angle, high frictional forces act between the pin 6 and the blind hole 5 and between the pin 6 and the through-hole 3, respectively, and the inclination of the concrete bulkhead 2 further increases the frictional tension on the pin 6. As a result, the vehicle restraint system 1 is held in place even in the event of a severe crash, and material and construction costs can be kept extremely low.

[0086] Particularly preferably, the first side 8 of the concrete partition 2 may be arranged to face away from the roadway when the concrete partition is in the installed state. This offers the advantage that a vehicle impact on the vehicle restraint system 1 will tilt the concrete partition 2 away from the roadway, allowing the frictional traction forces acting on the pins 6 to work particularly well, so that the vehicle restraint system 1 can be held in place even in the event of a hard impact. Furthermore, it offers the advantage that safety can be increased during the construction of the vehicle restraint system 1, since workers constructing the vehicle restraint system 1 can be protected from the flowing traffic, even when traffic is flowing smoothly.

[0087] Particularly preferably, it can be provided that blind holes 5 corresponding to the at least one through hole 3 are drilled through the through hole 3 into the support surface 4. This provides the advantage that during construction of the vehicle restraint system 1, the predefined positions of the blind holes 5 corresponding to the at least one through hole 3 are already predetermined, whereby an operator can drill through the through hole 3 into the support surface 4 during the manufacturing of the blind holes 5, making it possible to form the blind holes 5 quickly and easily.

[0088] In particular, the blind hole 5 may not have a thread.

[0089] The pin 6 may particularly preferably have magnetic properties. This offers the advantage that the pin can be quickly and easily extracted from the blind holes 5 and through holes 3 using a magnet. In particular, the headless pin 6 can be extracted particularly easily from the blind holes 5 and through holes 3 using a magnet.

[0090] The following are principles for understanding and interpreting this disclosure.

[0091] Features are usually introduced with the indefinite article "a", "an" or "one". "A", "an" or "one" is not to be understood as constituting a number, unless the context indicates otherwise.

[0092] The conjunction "or" should be interpreted as inclusive and not exclusive. Unless the context indicates otherwise, "A or B" also includes "A and B", where "A" and "B" represent optional features.

[0093] Unless otherwise specified by the present disclosure, feature X and object Y are distinguished in multiple embodiments by ordinal numbers such as "first," "second," or "third." In particular, a feature X or object Y having an ordinal number in a claim does not imply that an embodiment of the invention falling within this claim must have additional features X or additional objects Y.

[0094] The term "substantially" in relation to a numerical value includes a tolerance of ±10% of the numerical value specified, unless the context indicates otherwise.

[0095] For value ranges, endpoints are included unless the context indicates otherwise.

Claims

1. A vehicle restraint system (1) having a concrete partition wall (2) with at least one through hole (3) formed therein, wherein a stop hole (5) corresponding to the at least one through hole (3) is arranged on a support surface (4) below the at least one through hole (3), and a pin (6) is arranged in both the at least one through hole (3) and the stop hole (5) corresponding to the at least one through hole (3), and the pin (6) has a specifiable play amount with respect to the stop hole (5). A vehicle restraint system characterized by this.

2. The specifiable play amount of the pin (6) with respect to the stop hole (5) corresponds to at least 5%, preferably at least 10%, particularly preferably at least 15% of the diameter of the pin (6). The vehicle restraint system (1) according to Claim 1, characterized by this.

3. The support surface (4) has a bonding layer (9) below the at least one through hole (3). The vehicle restraint system (1) according to Claim 1, characterized by this.

4. The stop hole (5) corresponding to the at least one through hole (3) penetrates the bonding layer (9). The vehicle restraint system (1) according to Claim 3, characterized by this.

5. The pin (6) has a diameter of at least 1.5 cm, preferably at least 2 cm, particularly preferably at least 2.5 cm. The vehicle restraint system (1) according to Claim 1, characterized by this.

6. The pin (6) is headless. The vehicle restraint system (1) according to Claim 1, characterized by this.

7. The upper end of the pin (6) is arranged in the at least one through hole (3). The vehicle restraint system (1) according to Claim 1, characterized by this.

8. The depth of the pin (6) in the support surface (4) is 60 cm or less, preferably 50 cm or less, particularly preferably 40 cm or less. The vehicle restraint system (1) according to Claim 1, characterized by this.

9. The pin (6) has a longitudinal groove. The vehicle restraint system (1) according to Claim 1, characterized by this.

10. The pin (6) is made of reinforced steel. The vehicle restraint system (1) according to Claim 1, characterized by this.

11. The at least one through hole (3) and / or the stop hole (5) has a seal (7). The vehicle restraint system (1) according to Claim 1, characterized by this.

12. The vehicle restraint system (1) according to claim 1, characterized in that the at least one through hole (3) and the blind hole (5) corresponding to the at least one through hole (3) are arranged only on the first side (8) of the concrete partition wall (2).

13. The vehicle restraint system (1) according to claim 12, characterized in that the first side (8) of the concrete partition wall (2) is arranged to face in a direction opposite to the roadway when the concrete partition wall (2) is in an installed state.

14. A construction method of a vehicle restraint system (1), wherein the vehicle restraint system (1) has a concrete partition wall (2) in which at least one through hole (3) is formed, and a blind hole (5) corresponding to the at least one through hole (3) is drilled in a support surface (4) below the at least one through hole (3), and pins (6) are arranged both in the at least one through hole (3) and in the blind hole (5) corresponding to the at least one through hole (3), and the diameter of the blind hole (5) is selected such that the pin (6) has a specified play amount with respect to the blind hole (5).

15. The construction method according to claim 14, characterized in that the blind hole (5) corresponding to the at least one through hole (3) is drilled through the through hole (3) into the support surface (4).

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