EP1690983A1 - Crash barrier - Google Patents

Abstract

The barrier has a major profile post (12) extending from the ground (U). A longitudinal axis (A) running protective barrier is provided and a spacer arrangement (16) is coupled to the protective barrier and the profile post. The spacer becomes distorted during impact. The spacer is towards the longitudinal axis and two parallel bent connecting sides are provided. The sides are attached at a base section of the profile post and over a contact section (28, 30) for connection with the protective barrier.

Description

The present invention relates to a guard rail arrangement for a vehicle restraint system for securing roadways with a plurality of profile posts that are anchored or anchored in a ground, at least one along a longitudinal axis extending guard rail and at least one spacer element arrangement, by means of the guard rail each with one of the profile posts can be coupled or coupled, wherein the roadway at least one spacer element arrangement is arranged between each one of the profile posts and the at least one protective barrier strand and wherein the at least one spacer element arrangement is formed such that it deforms depending on the impact.

To protect lanes are attached to the side of these vehicle restraint systems. In addition to concrete structures in particular steel barrier arrangements are preferably used for this purpose. Depending on the version, the vehicle restraint systems can be assigned to different safety categories. Serve for this purpose parameters that are determined by experiments. One of these parameters is the so-called "stoppage level", which provides information about how high the stoppage capacity and the suitability for deflecting an impacting vehicle of the respective vehicle restraint system. Another parameter is the so-called "effective range", which is calculated from a dynamic transverse displacement and the actual design of the vehicle restraint system. Finally, a parameter termed the "impact severity level" serves to estimate the load on vehicle occupants and, therefrom, an expected severity of injury upon impact of the vehicle on the vehicle restraint system.

For cost reasons, it is nowadays preferred to provide vehicle restraint systems in the modular principle and thus to create the possibility of using modularly different components from the modular system as a function of the requirements to be met in each case. In particular, it is difficult with conventional systems to simultaneously achieve high levels of containment and to keep the impact severity low. In other words, this means that the vehicle restraint systems available in the prior art, which have a sufficiently high retention capacity, that is, which also heavy vehicles at high impact speed and relatively large Retain impact angle, due to a relatively low deformation capacity usually lead to a very high impact severity and thus do not provide adequate protection for vehicle occupants in an impact. In order to counter this problem, various individual solutions have been considered in the prior art.

Thus, for example, in DE 38 09 896 A1 a vehicle restraint system is shown in which a mounted at about half the height of the post above the ground guard rail is connected to the respective profile post via a hollow circular cross-section tubular element. The longitudinal axis of the tubular element extends substantially parallel to the longitudinal axis of the profile post. In the event of an impact, the tubular element may deform and thereby absorb impact energy. However, it has been shown that the tube element has too low a deformation resistance and an undesirable deformation behavior in the event of an impact. In addition, it makes assembly and production difficult.

In order to eliminate the disadvantages associated with the pipe element, a hollow element with hexagonal profile is used in the vehicle restraint system according to DE 42 24 998, which is oriented substantially parallel to the longitudinal axis of the profile post and screwed to this several times. The spacer extends over more than half of the protruding over the ground portion of the profile post and carries a arranged in the middle of the profile post guard rail and another arranged at the free end of the profile post guard rail. This solution offers relatively little flexibility with regard to the adjustment of the distance between the profile post and the protective barrier strand and between the protective barrier strands with one another. In addition, this vehicle restraint system has a high weight due to the relatively large volume and long post member, which complicates the production and assembly and increases the manufacturing cost due to the material requirements. Finally, this vehicle restraint system has the disadvantage of difficult maintenance, in particular because a large number of components are damaged in the event of local deformation of the spacer element. In particular, maintenance measures are required both on the middle and on the upper guard rail, if only locally in the region of the middle guard rail strand deformation of the spacer element is due to a weak impact. Another disadvantage of this spacer element is its deformation behavior, since it allows a collapse of the guard rail in the event of an impact.

Finally, in the generic document EP 1 061 179 B1 a vehicle restraint system is shown in which a single guard rail is attached to the profile post via a plurality of metal tabs. As a result, it is possible to set different distances between a respective protective barrier strand and the profile post, as required, by the use of differently designed metal straps. However, the solution shown in this document requires a very high production and assembly costs. In particular, the individual metal tabs are provided at different locations with cranks and / or kinks to each achieve a sufficient deformation resistance. In addition, it can also easily occur in this system in the event of an impact to situations in which lowers due to the forces acting on the respective guard rail, so that the stoppage of the system deteriorates.

It is the one object of the present invention to provide a guard rail assembly for a vehicle restraint system and a corresponding vehicle restraint system that achieves a high degree of containment at low impact severity at a simple and cost-effective production and installation at the same time and in which the guard rail does not lower in the event of an impact.

This object is achieved by a protective barrier arrangement of the type described, in which the at least one spacer element arrangement - viewed in the direction of the longitudinal axis - at least two rectified angled connecting leg having attached or attachable via a base portion to the associated profile post and each via a contact portion are designed for connection to the at least one protective barrier strand.

The essential aspect of the invention lies in the simplicity of the spacer element arrangement, so that a cost-effective production and assembly is ensured at a very low weight of the overall arrangement. Furthermore, it has proved to be particularly advantageous that a targeted deformation of the guard rail assembly can be achieved by the rectilinear angled design of the connecting leg during an impact. Unlike the various embodiments of the prior art in which the deformation behavior is difficult to predict because of the forces acting in the event of an impact and an undesirable lowering of the protective barrier can occur, it is possible by the invention, the rectified angled connecting leg to be aligned such that the guard rail, regardless of the impact situation always in one and the same direction, in particular tends to upward, evades. In this way, it can be prevented that the crash barrier arrangement or a vehicle restraint system equipped with it during a collision of a vehicle lowers so far from its original position in a first deformation phase that the vehicle subsequently slides over the guard rail and no longer holds it on the roadway can be. The targeted alignment of the rectified angled connecting leg instead provides for a deformation of the spacer element arrangement in a desired direction, in particular, tends to be upwards.

In an advantageous embodiment of the invention, it is further provided that each connecting leg has a kink which lies substantially within a range of the middle third of the length of the respective connecting leg from base section to contact section. This positioning of the kink ensures that the two leg sections can move sufficiently freely on both sides of the kink and so the desired deformation behavior of the guard rail assembly can be achieved. The kink can be positioned closer to the profile post or closer to the guard rail as needed within the middle third of the connecting leg. Preferably, however, the kink is arranged substantially in the middle of the connecting leg, halfway between the profile post and protective barrier strand. It is understood that the length of the connecting leg are each chosen largely freely and can be adapted to the case of need.

The aforementioned, in the event of an impact tends upward deformation of the spacer element arrangement, which ensures a predictable and improved with respect to the prior art stoppage is achieved in particular in that each connecting leg has leg portions on both sides of the kink, each leg portion with proper mounting and anchoring the guard rail assembly on the ground - viewed in the direction of the longitudinal axis - with respect to a horizontal reference line obliquely upwards. If a vehicle collides with a suitably configured protective barrier arrangement, the vehicle applying itself to the protective barrier strand and exerting a force directed toward the profile post, the obliquely upwardly pointing leg sections of the connecting limbs of the spacer element arrangement already predetermine the deformation direction. With a sufficiently large force it comes at the kinks to a folding of the connecting legs with tend upward movement of the protection rail track in contact with the vehicle. In this case, the spacer element assembly is completely compressed, so that then applies the guard rail to the profile post. However, the contact between the protective barrier strand and the profile post then takes place in each case by the obliquely upward orientation of the leg sections of the connecting limbs at a height which is equal to or above the original level of the protective barrier strand. As a result, the above-mentioned undesired sliding away of the vehicle via the guard rail arrangement can be purposefully prevented.

With regard to the geometry of the spacer element arrangement, an advantageous embodiment of the invention provides that the profile post near leg portion of at least one of the connecting leg with the horizontal reference line forms an angle in the range of 10 ° to 45 °, preferably in the range of 25 °. Furthermore, it can be provided in this context that the profile post distal leg portion of at least one of the connecting leg with the horizontal reference line an angle in the range of 5 ° to 25 °, preferably in the range of about 10 °, includes. Another possible feature with regard to the geometric design of the protective barrier arrangement according to the invention provides that the leg sections of the connecting legs enclose an obtuse angle with one another. Furthermore, it can be provided according to the invention that the connecting legs run parallel at least in sections.

As an alternative to parallel alignment of adjacent leg portions of the two connecting legs, an embodiment of the invention provides that the leg portion of the lower connecting leg near the profile post includes a greater angle with the horizontal reference line than the leg portion near the profile leg of the upper connecting leg. As a result, the lower connecting leg will collapse easier and faster at the kink in the event of an impact than the upper connecting leg. This is particularly advantageous because motor vehicles initially come into contact in the region of the lower connecting leg of the spacer element arrangement in the event of an impact with the protective barrier strand due to their generally oblique body side contours. Due to the tendency of the lower connecting leg to be deformed more easily, the protective barrier strand tilts around its longitudinal axis in the impact area, the protective barrier strand then resting against the vehicle body over its entire available width and not only remaining in contact with the vehicle body at its lower area. This is but also a better power transmission from the vehicle to the protective barrier string possible. Only as a result of a further force, there is also deformation in the region of the upper connecting leg, being characterized by the already advanced deformation of the lower connecting leg movement of the protective barrier strand in the direction obliquely above the profile post out until the protective barrier strand - as already mentioned above - Applied to the profile post in a desired target height range. It is achieved by the differently angled connecting leg of the spacer element so a stepwise deformation with the advantage of effective in terms of power broad contact between guard rail assembly and impacting vehicle.

With regard to the simplicity of manufacture and assembly of the protective barrier arrangement according to the invention, a development provides that the spacer element arrangement is formed integrally, wherein the two connecting legs are connected to each other via a common base portion.

Alternatively, it can be provided that the spacer element arrangement is formed in several parts, wherein the two connecting legs are formed separately from each other and have separate base portions which are independently fastened or secured to the profile post.

In order to increase the stability of the protective barrier arrangement, it can further be provided in this embodiment that the base sections of the connecting legs are arranged overlapping when the protective barrier arrangement is properly installed and fastened to the profile post via common connection means. Thus, in the first embodiment, with separate attachment of each base portion can be attached by means of a respective screw to the profile post, whereas the base portions are attached at overlapping arrangement each with two screws on the profile post.

In addition or as an alternative to the above-described different choice of the included angles in the geometry of the lower and upper connecting leg, the deformation behavior, in particular with regard to staggered deformation, can also be influenced by suitable choice of material. Thus, an embodiment variant of the invention provides that the lower connecting leg of the spacer element arrangement is formed with lower strength and / or material thickness than the upper connecting leg of the spacer element arrangement. By this variant of the invention can be achieved again that the lower connecting leg, in the region of the protective barrier strand first comes into contact with the motor vehicle, deformed easier than the upper connecting leg.

In the foregoing, the case was discussed that, as a result of an impact, the guard rail arrangement bears against the profile posts and can thus prevent the impacting vehicle from coming off the roadway secured by the guard rail arrangement. In the case of an extremely strong impact, however, it can also lead to a deformation up to a buckling of the affected profile posts. If, in such a case, the protective barrier strand would continue to remain firmly connected to the profile post, this would lead to the lowering of the level of the protective barrier strand, which was described above as undesirable. The consequence would be a simple sliding away of the vehicle over the protective barrier, which is to be avoided. For this reason, a further development of the invention provides that predetermined breaking screws are provided for mounting the spacer element arrangement on the profile post and / or on the protective barrier strand. This has the consequence that the predetermined breaking screws break from a certain load, so that the protective barrier can be detached from the wegknickenden profile posts. The guard rail is thus kept by the adjacent not yet affected by the impact of the vehicle profile post substantially at a constant level, so that despite the wegknickenden post continues to ensure a sufficiently good retention capacity.

To achieve a particularly high retention capacity, a development of the invention provides that a first guard rail is mounted at a distance from a free end of the profile posts respectively mediating a Distanzelementanordnung to the profile post and that a second guard rail each with the intermediary of another spacer element arrangement in the field of free End of the profile post on the same side as the first guard rail is attached to the profile post. This means nothing else than that roadway side at two different heights two substantially parallel protective barrier strands are attached to the profile post.

It has been assumed above that the guard rail arrangement has a guard rail line on one side of the profile posts, which points to the roadway. With this variant, road edges can be secured. If, on the other hand, bilateral hedging is required, for example if two oppositely directed lanes are to be separated by a guard rail arrangement, as for example in a highway the case, so provides a development of the invention that on opposite sides of the profile posts in each case at least one guard rail by means of spacer element arrangements is provided. However, the arrangement of the protective barrier strands by means of spacer element arrangements in this case takes place in the same way as in the one-sided embodiment.

A development of the invention provides that the profile posts are formed with a C-profile, wherein the or the guard rail strands are fastened or fastened by means of spacer element arrangements on the parallel sides of the C-profile. For example, type C-125 posts are used. However, it is equally possible to use other types of posts, such as sigma posts or the like.

The invention further relates to a spacer element arrangement for a vehicle restraint system with a guard rail arrangement of the type described above, wherein the spacer element arrangement is designed such that it deforms depending on the impact. According to the invention it is provided in this context that the spacer element arrangement - viewed in the direction of the longitudinal axis - has at least two rectified angled connecting leg, which are attached or attachable via a base portion to the associated profile post and each formed via a contact portion for connection to the at least one protective barrier are.

Incidentally, the spacer element arrangement according to the invention may have the features described above in connection with the protective barrier arrangement.

The invention further relates to a vehicle restraint system with a guard rail assembly of the type described above and with a spacer assembly of the type described above.

Fig.1

eine teilweise geschnittene Ansicht einer erfindungsgemäßen Schutzplankenanordnung in Explosionsdarstellung;

Fig.2

eine vergrößerte Teilansicht der erfindungsgemäßen Schutzplankenanordnung gemäß Fig.1 in montiertem Zustand;

Fig.3

eine Ansicht entsprechend Fig.1 einer doppelseitigen Schutzplankenanordnung;

Fig.4

eine gegenüber der Ausführungsform gemäß Figuren 1 und 2 abgewandelte Ausführungsform der erfindungsgemäßen Schutzplankenanordnung;

Fig.5

eine weitere Ausführungsform der erfindungsgemäßen Schutzplankenanordnung;

Fig.6

eine beidseitige Anordnung der erfindungsgemäßen Schutzplankenanordnung gemäß Fig.5;

Fig.7

eine weitere Ausführungsform der erfindungsgemäßen Schutzplankenanordnung;

Fig.8

eine Vorderansicht eines Fahrzeugrückhaltesystems mit erfindungsgemäßer Schutzplankenanordnung gemäß Figuren 1 und 2;

Fig.9

eine Schnittansicht entsprechend Schnittlinie IX-IX des Fahrzeugrückhaltesystems gemäß Fig.8;

Fig.10

eine Draufsicht der erfindungsgemäßen Schutzplankenanordnung aus Fig.8 und

Fig. 11-13

eine zweiseitige Ausführungsform der erfindungsgemäßen Schutzplankenanordnung entsprechend den Ansichten nach Figuren 8 bis 10

The invention will be explained below by way of example with reference to the accompanying figures. They show:

Fig.1

a partially sectioned view of a guard rail assembly according to the invention in an exploded view;

Fig.2

an enlarged partial view of the protective barrier arrangement according to the invention according to Figure 1 in the assembled state;

Figure 3

a view corresponding to Figure 1 a double-sided guard rail assembly;

Figure 4

a comparison with the embodiment according to Figures 1 and 2 modified embodiment of the protective barrier arrangement according to the invention;

Figure 5

a further embodiment of the protective barrier arrangement according to the invention;

Figure 6

a two-sided arrangement of the protective barrier arrangement according to the invention according to Figure 5;

Figure 7

a further embodiment of the protective barrier arrangement according to the invention;

Figure 8

a front view of a vehicle restraint system with inventive guard rail arrangement according to Figures 1 and 2;

Figure 9

a sectional view corresponding to section line IX-IX of the vehicle restraint system according to Figure 8;

Figure 10

a plan view of the protective barrier arrangement according to the invention from Figure 8 and

Fig. 11-13

a two-sided embodiment of the protective barrier arrangement according to the invention corresponding to the views of Figures 8 to 10

FIG. 1 shows an exploded view of a guard rail arrangement according to the invention, designated generally by 10. In the illustration according to Figure 1, a profile post 12 is shown, which is anchored in a substrate U. Guard rail assembly 10 further includes a guard rail 14 shown in cross-section in FIG. 1 having a longitudinal axis A. The longitudinal axis A is substantially orthogonal to the plane of the drawing of FIG.

1, a spacer element arrangement 16 is provided for fastening the protective barrier strand 14 to the profile post 12. The spacer element arrangement 16 is substantially U-shaped. It comprises two connecting legs 18 and 20, which are connected to each other via a one-piece base portion 22. The base portion 22 is used to attach the Distanzelementanordung 16 on the profile post 12. For this purpose, two predetermined breaking screws 24 and 26 are given. At the free ends of the two connecting legs 18 and 20 in each case an angled in the vertical direction contact portion 28 and 30 is provided. The contact portions 28 and 30 engage in the spacer element 16 facing recesses of the cross-sectionally W-shaped protective barrier 14 and are connected via other predetermined breaking screws 32 and 34 fixed to the protective barrier 14. It can also be seen that the longitudinal axis A is substantially orthogonal to the post axis B.

2 shows an enlarged view of the area of the upper post section and of the spacer element arrangement 16 and the protective barrier arrangement 14 of the embodiment according to the invention according to FIG. 1 in the mounted state. In the following, the geometric design of the spacer element arrangement 16 and the other components will be discussed in detail.

The upper connecting leg 18 of the spacer element arrangement 16 comprises two leg sections, namely the leg section 38 remote from the post element 12 and the leg section 40 near the post element 12. The two leg sections 38 and 40 are connected to one another via a kink 42. They have different inclinations with respect to an imaginary horizontal reference line. The leg portion 38 includes with this imaginary horizontal reference line an angle α of about 5 °. The leg portion 40 includes with the imaginary horizontal reference line an angle β of about 25 °. This leads to an obtuse bend angle γ in the region of the kink 42 of approximately 160 °. The leg portion 40 is connected in the Abkantbereich 43 with the base portion 22.

The lower connecting leg 20 also has two leg sections 44 and 46, which are connected to one another via a kink 48. The leg portion 44 is connected in the Abkantbereich 47 with the base portion 22. The corresponding angles with respect to the geometric orientation of the lower connecting leg 20 α ', β' and γ 'correspond to the angles α, β and γ of the upper Connecting leg 18. Thus, a spacer element assembly 16 results with rectified angled connecting legs 18 and 20, wherein the individual leg sections 16 and 18 and 44 and 46 each extend in pairs and parallel obliquely upward.

2 also shows how the base portion 22 of the spacer element assembly 16 is screwed to the profile post via the connecting screws 24 and 26. For this purpose, recesses are respectively provided in the base section 22 and in the profile post 12. The same applies to the attachment of the guard rail 14 via the connecting screws 32 and 34 at the contact portions 28 and 30th

In a collision of a dashed line indicated by the vehicle area F coming vehicle is due to the usually inclined trained Fahrzeugkontor first to a contact with the protective barrier 14 in the region of the lower connecting leg 20. The impacting vehicle 50 exercises in this area on the guard rail 14 a force P. out. This has the consequence that the lower connecting leg 20 is loaded in the direction of the force P on pressure. If the force P is large enough, the deformation of the lower connecting leg 20 occurs first. The deformation takes place in such a way that the leg portion 44 buckles in an anticlockwise direction by enlarging the angle β 'around the bending area 47 with the kinking point 48 the leg member 46 distal leg portion 46 with respect to the kink point 48 in a clockwise direction with reduction of the angle γ 'shifts. In other words, this means that the two leg portions 44 and 46 are folded around the kink 48 while reducing the kink angle γ 'each other. As a result of this deformation of the lower leg portion 20 of the guard rail 14 pivots in the contact area about the longitudinal axis A in a clockwise direction until the protective barrier 14 also applies in the region of the upper connecting leg 18 to the vehicle body 50.

If the force P further exerted by the vehicle F on the protective barrier arrangement 10 is still sufficiently large, then deformations occur at the upper connecting leg 16 as well. These are - albeit temporally delayed - the same orientation as described with respect to the connecting leg 20. In other words, this means that with sufficiently large impact force P, the two leg sections 38 and 40 fold toward each other by reducing the bending angle γ around the kink point 42, with the angle β increasing. The deformation of the lower connecting leg 20 takes place accordingly.

If the impact force P is sufficiently great, the leg sections 38 and 40 or 44 and 46 thus fold together in such a way that finally the guard rail 14 rests against the post element 12. However, due to the rectilinear angled configuration of the two connecting legs 18 and 20, this directed folding is essentially independent of the impact situation, so that it is ensured that the level H of the protective barrier strand 14 (see FIG. 1) is related to the height of the longitudinal axis A to Applying the guard rail 14 on the profile post 12 at most increases, but in no way decreases. In this way, it can be ensured that the protective barrier strand 14 remains in a desired height range in the event of an impact so that the vehicle 50 can be prevented from sliding over the protective barrier arrangement 10 even in the event of severe deformation of the spacer element 16.

For the sake of completeness, it should be pointed out that if the impact force P is so great that a bending deformation or even a kinking of the profile post 12 occurs, provision is also made for maintaining the retention capacity. In this case, breaking the predetermined breaking screws 24 and 26 or 32 and 34, so that the protective barrier 14 can be detached from the profile post 12. He is then held in the height H by the adjacent profile posts, which are not affected by the impact.

3 shows a second embodiment of the protective barrier arrangement according to the invention. For describing this embodiment, the same reference numerals are used as previously preceded with reference to Figures 1 and 2 with the numeral "1".

FIG. 3 shows that the protective barrier arrangement according to the invention according to FIG. ₁ can be arranged in a central area between two carriageways instead of securing only one carriageway, ie at the roadside, and can protect two parallel carriageway areas F ₁ and F ₂ . For this purpose, a spacer element 116 or 116 'and a protective barrier strand 114 or 114' connected to it are respectively attached to two opposite sides of the profile post 112. The components are each arranged essentially in a mirror-symmetrical arrangement with respect to the post axis B. Of course, at different levels of the color tooth on the two roadway sides F ₁ and F _2, the spacer elements 116 and 116 'can also be attached to the pole element 112 at different heights.

4 shows a further embodiment of the invention. Again, the same reference numerals are used for the same or equivalent components as previously in the description of Figures 1 to 3, but preceded by the numeral "2".

The embodiment according to FIG. 4 differs from the embodiment according to FIG. 1 in that the lower connecting leg 220 has a profile deviating from the upper connecting leg 218, each having different bending angles. This applies to the angles β 'and γ'. The angle β 'about which the post-near leg portion 244 is angled relative to the imaginary horizontal reference line is about 40 °; the bending angle γ ', with which the two leg portions 244 and 246 are angled to each other, is smaller than the angle γ and is about 150 °. The other components correspond to the representation according to FIG.

With the differently angled in Fig.2 geometric design of the two connecting legs 218 and 220 of the spacer element 216 is achieved that the lower connecting leg 220 lighter, d. H. This leads, in the impact case explained with reference to FIG. 2, in which the vehicle 50 initially strikes the lower region of the protective barrier strand 214, to easier tilting about the longitudinal axis A until finally the impact Guard rail 214 rests against the motor vehicle over its entire height. The further deformation of the spacer element 216 then takes place in analogy to the description according to FIG. 2, until the protective barrier strand 214 finally engages completely against the posts 212.

As occasion demands, the angles α ', β' and γ 'may be selected differently to achieve staggered upper and lower joint limbs 218 and 220.

5 shows a further embodiment of the protective barrier arrangement 310 according to the invention.

The only difference with the embodiment according to FIGS. 1 and 2 is that the spacer element arrangement 316 does not consist of a one-piece spacer but of two spacer elements 354 and 356. Each of the spacers 354 and 356 has its own base portion 358 and 360, which is independent of the respective other base portion 360 and 358 separately over one of the predetermined breaking screws 324 and 326 is attached to the profile post 312.

The geometry of the connecting legs 318 and 320 corresponds to the geometry according to FIG. It should be noted that by using different materials or material thicknesses between the upper spacer element 354 and the lower spacer element 356 a staggered according to the embodiment of FIG. 4 deformation between lower connecting leg 320 and upper connecting leg 318 can be achieved. For example, by using a thinner sheet for the lower spacer 356, easier deformability compared to the upper spacer 354 can be achieved with the same effect as described with reference to FIG.

FIG. 6 now shows an exploded view of how an arrangement according to FIG. 5 can be designed for securing on both sides between two roadways.

FIG. 7 shows an embodiment modified from FIG. To explain this embodiment again the same reference numerals as in the description of Figure 5 are used for the same effect or similar components, but preceded by the numeral "4".

The only difference between the embodiment according to FIG. 5 and the embodiment according to FIG. 7 lies in the design of the base sections 458 and 460 of the two spacer elements 454 and 456. In the embodiment according to FIG. 7, the two base sections 458 and 460 are formed so long in that they are attached in the direction of the post axis B overlapping the profile post 412. Each of the two predetermined breaking screws 424 and 426 penetrates corresponding bores in the two base sections 458 and 460, so that each spacer element 454 and 456 is secured to the profile post 412 with two predetermined breaking screws 424 and 426, respectively. As a result, the stability of the arrangement can be further increased.

Figures 8 to 10 show the protective barrier arrangement according to the invention according to Figure 1 assembled as a vehicle restraint system. In this case, several guard rail strands 14 ₁ , 14 ₂ and 14 ₃ shot-wise assembled and bolted together via connecting screws 70 together.

The protective barrier strands 14 ₁ , 14 ₂ and 14 ₃ are fixedly attached to C-profile posts 12 ₁ , 12 ₂ , 12 ₃ , 12 ₄ and 12 ₅ above the ground U, wherein between the post elements 12 ₁ to 12 ₅ and the guard rail strands 14 ₁ to 14 ₃ each spacer elements 16 ₁ to 16 _{5 are} provided. This can be seen in the plan view according to FIG.

Depending on requirements, in particular depending on the required stopping power, the distance D between two adjacent profile posts 12 can be varied. If a larger retention capacity is to be provided, the distance D must be correspondingly smaller and a larger number of profile posts 12 must be provided.

FIGS. 11 to 13 show views corresponding to FIGS. 8 to 10, but with regard to the two-sided protection according to the embodiment of FIG.

For this embodiment according to FIGS. 11 to 13, what has been said for the embodiment according to FIGS. 8 to 10 applies, wherein - as can be seen in FIG. 12 (sectional view corresponding to section line XII - XII) and FIG. 13 (top view of FIG. on the opposite sides of the C-profile posts 112 ₁ to 112 ₅ each guardrail strands 114 are secured by spacers 116. Again, the spacing between the adjacent profile posts can be changed to adjust the stoppage.

The invention described above can provide a vehicle restraint system which achieves high containment levels at very low weight (> 25kg / m). In particular, with this vehicle restraint system despite the low technical effort Stopping levels in the category H1 and H2 readily possible. On the other hand, if one chooses less stable guardrail strands, in particular conventional guardrail strands, which are used in vehicle restraint systems with lower restraint systems, then light vehicle restraint systems with containment stages in the categories N2 and T3 can also be provided with the invention.

It should also be mentioned that the length of the spacer element arrangements or spacing elements can be set as a function of the desired value for the impact severity level (Asi value). For example, distances between guardrail strand and profile posts of 100 mm to 500 mm are possible. Depending on the degree of containment to be achieved, possible post distances are, for example, 1.33 m, 2 m and 4 m. Also, the height H of the guardrail strands above the ground can be changed depending on the desired retention level. Possible heights H in the range of 0.5-0.9 m.

Protective planks are commercially available W-profiles. For example, reference is made to the European patent application with the official application number EP 04016988 of the applicant.

Claims (18)

Guard rail arrangement (10; 110; 210; 310; 410) for a vehicle restraint system for securing lanes with a plurality of profile posts (12; 112; 212; 312; 412) anchored or anchored in a subfloor (U), - At least one along a longitudinal axis (A) extending protective barrier string (14; 114; 214; 314; 414) and with - at least one spacer element arrangement (16; 116; 216; 316; 416), by means of which the protective barrier strand (14; 114; 214; 314; 414) can each be coupled or coupled to one of the profile posts (12; 112; 212; 312; 412) is wherein at least one spacer element arrangement (16; 116; 216; 316; 416) is respectively arranged between one of the profile posts (12; 112; 212; 312; 412) and the at least one protective barrier strand (14; 114; 214; 314; 414) and
wherein the at least one spacer element arrangement (16; 116; 216; 316; 416) is designed such that it deforms depending on the impact,
characterized in that the at least one spacer element arrangement (16; 116; 216; 316; 416) - viewed in the direction of the longitudinal axis (A) - at least two rectilinearly angled connecting legs (18, 20, 118, 120, 218, 220, 318, 320 418, 420) which are attached or attachable via a base portion (22; 122; 222; 358, 360; 458,460) to the associated profile post (12; 112; 212; 312; 412) and which each have one Contact portion (28, 30, 128, 130, 228, 230, 328, 330, 428, 430) for connection to the at least one guard rail (14, 114, 214, 314, 414) are formed. A guard rail assembly (10; 110; 210; 310; 410) according to claim 1,
characterized in that each connecting leg (18, 20, 118, 120, 218, 220, 318, 320, 418, 420) has a kink (42, 48, 142, 148, 242, 248, 342, 348) which in the Substantially within a range of the middle third of the length of the respective connecting leg (18, 20; 118, 120; 218, 220; 318, 320; 418, 420) from base portion (22; 122; 222; 358, 360; 458, 460). to the contact portion (28, 30, 128, 130, 228, 230, 328, 330, 428, 430). A guard rail assembly (10; 110; 210; 310; 410) according to claim 1 or 2,
characterized in that each connecting leg (18, 20; 118, 120; 218, 220; 318, 320; 418, 420) is located on both sides of the kink (42, 48; 142, 148; 242, 248; 348) leg portions (38, 40, 44, 46; 138, 140, 144, 146; 238, 240, 244, 246; 338, 340, 344, 346), each leg portion (38, 40, 44, 46; 138, 140, 144, 146, 238, 240, 244, 246, 338, 340, 344, 346) upon proper assembly and anchoring of the guard rail assembly (10, 110, 210, 310, 410) to the ground (U) in the direction the longitudinal axis (A) viewed - with respect to a horizontal reference line obliquely upwards. A protective barrier arrangement (10; 110; 210; 310; 410) according to one of the preceding claims,
characterized in that the leg part (40, 44; 140, 144; 240, 244; 340, 344) close to the profile post (12; 112; 212; 312; 412) of at least one of the connecting legs (18, 20; 118, 120; 218, 220, 318, 320, 418, 420) with the horizontal reference line forms an angle (β, β ') in the range of 10 ° to 45 °, preferably in the range of 25 °. A protective barrier arrangement (10; 110; 210; 310; 410) according to one of the preceding claims,
characterized in that the leg portion (38, 46; 138, 146; 238, 246; 338, 346) remote from the profile post (12; 112; 212; 312; 412) of at least one of the connecting legs (18, 20, 118, 120; 218, 220, 318, 320, 418, 420) with the horizontal reference line an angle (α, α ') in the range of 5 ° to 25 °, preferably in the range of about 10 °, includes. A protective barrier arrangement (10; 110; 210; 310; 410) according to one of the preceding claims,
characterized in that the leg portions (38, 40, 44, 46; 138, 140, 144, 146; 238, 240, 244, 246; 338, 340, 344, 346) of the connecting legs (18, 20, 118, 120; 218, 220, 318, 320, 418, 420) include an obtuse angle (γ, γ ') with each other. A protective barrier arrangement (10; 110; 210; 310; 410) according to one of the preceding claims,
characterized in that the connecting legs (18, 20; 118, 120; 218, 220; 318, 320; 418, 420) run parallel at least in sections. Guard rail arrangement (210) according to one of the preceding claims,
characterized in that the profile post (212) near leg portion (240, 244) of the lower connecting leg (220) with the horizontal reference line a larger angle (β ') than the profile post (212) near leg portion (240) of the upper connecting leg (218). A guard rail assembly (10; 110; 210) according to any one of the preceding claims,
characterized in that the spacer element arrangement (16; 116; 216) is formed in one piece, the two connecting legs (18,20; 118,120; 218,220) being connected to one another via a common base section (22; 122; 222). A guard rail assembly (310; 410) according to any one of claims 1 to 8,
characterized in that the spacer element arrangement (316; 416) is designed in several parts, the two connecting legs (318, 320; 418, 420) being formed separately from one another and having separate base sections (358, 360; 458, 460) which act independently of one another the profile post (312; 412) can be fastened or fastened. A guard rail assembly (410) according to claim 10,
characterized in that the base portions (458, 460) of the connecting legs (418, 420) are arranged overlapping with proper assembly of the guard rail assembly (410) and fastened or secured via common connecting means (424, 426) on the profile post (412). A guard rail assembly (410) according to claim 10 or 11,
characterized in that the lower connecting leg (418, 420) of the spacer element assembly (416) is formed with lower strength and / or material thickness than the upper connecting leg (418, 420) of the spacer element assembly (416). A protective barrier arrangement (10; 110; 210; 310; 410) according to one of the preceding claims,
characterized in that for the attachment of the spacer element arrangement (16; 116; 216; 316; 416) to the profile post (12; 112; 212; 312; 412) or / and to the protective barrier strand (14; 114; 214; 314; 414) each predetermined breaking screws (24, 26, 32, 34, 124, 126, 132, 134, 224, 226, 232, 234, 324, 326, 332, 334, 424, 426, 432, 434) are provided. Guard rail arrangement according to one of the preceding claims,
characterized in that a first guard rail is mounted at a distance from a free end of the profile posts respectively mediating a Distanzelementanordnung to the profile post and that a second guard rail each with the intermediary of another spacer element arrangement in the region of the free end of the profile posts on the same side as the first guard rail attached to the profile post. A guard rail assembly (110) according to any one of the preceding claims,
characterized in that on opposite sides of the profile posts (112) in each case at least one protective barrier strand (114, 114 ') by means of spacer element arrangements (116, 116') is mounted. A protective barrier arrangement (10; 110; 210; 310; 410) according to one of the preceding claims,
characterized in that the profile posts (12; 112; 212; 312; 412) are formed with a C-profile, the guard rail (s) (14; 114; 214; 314; 414) being provided by spacer element arrangements (16; 116; 216 316, 416) are attachable or fixed to the parallel sides of the C-profile. A spacer assembly (16; 116; 216; 316; 416) for a vehicle restraint system having a guardrail assembly (10; 110; 210; 310; 410) according to any one of the preceding claims, wherein the spacer member assembly (16; 116; 216; 316; 416) is such is designed such that it deforms depending on the impact,
characterized in that the spacer element arrangement (16; 116; 216; 316; 416) - viewed in the direction of the longitudinal axis (A) - at least two rectified angled connecting legs (18, 20; , 420) attached or attachable via a base portion (22; 122; 222; 358,360; 458,460) to the associated profile post (12; 112; 212; 312; 412) and each having a contact portion (22). 28, 30, 128, 130, 228, 230, 328, 330, 428, 430) for connection to the at least one guard rail (14, 114, 214, 314, 414). A vehicle restraint system comprising a guardrail assembly (10; 110; 210; 310; 410) according to any one of claims 1 to 16 and a spacer assembly (16; 116; 216; 316; 416) according to claim 17.

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