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EP2706145B1 - Vehicle retention system - Google Patents

Vehicle retention system Download PDF

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Publication number
EP2706145B1
EP2706145B1 EP13183796.5A EP13183796A EP2706145B1 EP 2706145 B1 EP2706145 B1 EP 2706145B1 EP 13183796 A EP13183796 A EP 13183796A EP 2706145 B1 EP2706145 B1 EP 2706145B1
Authority
EP
European Patent Office
Prior art keywords
profile
restraint system
vehicle restraint
guardrail
post
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP13183796.5A
Other languages
German (de)
French (fr)
Other versions
EP2706145A3 (en
EP2706145A2 (en
Inventor
Christian Mader
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voestalpine Krems Finaltechnik GmbH
Original Assignee
Voestalpine Krems Finaltechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voestalpine Krems Finaltechnik GmbH filed Critical Voestalpine Krems Finaltechnik GmbH
Priority to SI201331338T priority Critical patent/SI2706145T1/en
Priority to RS20190151A priority patent/RS58395B1/en
Priority to PL13183796T priority patent/PL2706145T4/en
Publication of EP2706145A2 publication Critical patent/EP2706145A2/en
Publication of EP2706145A3 publication Critical patent/EP2706145A3/en
Application granted granted Critical
Publication of EP2706145B1 publication Critical patent/EP2706145B1/en
Active legal-status Critical Current
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a vehicle restraint system.
  • plank profile of which has a central plank bridge and plank limbs adjoining the plank bridge above and below eg: A-profile
  • EP1564334A1 it is known from the prior art (EP1564334A1 ), to let projecting tabs on its closed hollow profile, which can be tightened to the shape of the guard rail according to the guardrail.
  • the two tabs of the spacer are fastened to the upper half of the guardrail.
  • the lower half of the guardrail is thus freely deformable, which increases the damping effect of the guardrail in an impact.
  • a contact of an impacting vehicle with the post can not completely exclude such a vehicle restraint system, which is also not required by such vehicle restraint systems.
  • a vehicle restraint system according to the preamble of claim 1 is known from FR 1 304 119 A known.
  • the invention has therefore based on the above-described prior art, the task of constructively modify a vehicle restraint system such that the risk of contact of an impacting vehicle can be reduced with a provided behind the guard rail posts.
  • the invention solves the problem set by the features of claim 1.
  • the deformation behavior of the vehicle restraint system can initially be modified in a structurally simple manner from the resulting additional stiffening in such a way that a reduction in the risk of post contact of an impacting vehicle can be expected.
  • the spacers can support the crash barrier so that mechanically improved in its upper and lower profile expression and thus fix it.
  • the profile shape of the protective barrier can thus also be preserved and thus lead to an advantageously high resistance moment of the vehicle restraint system.
  • the latter can be ensured even at different impact angles, since the shear centers of the profiles of at least two spacers are offset from one another horizontally.
  • a different buckling behavior of the spacers can namely be used to maintain the distance of the guardrail against the post or to secure.
  • an unwanted threading of an impacting vehicle with a guard rail can thus be avoided.
  • An abrupt deceleration of the vehicle and thus increased occupant loads can be excluded so advantageous.
  • the vehicle restraint system according to the invention can therefore be characterized by ensuring a comparatively high level of safety.
  • the construction conditions can be further simplified if the spacers each have a single symmetrical profile.
  • such spacers can allow comparatively simple installation conditions.
  • a U-profile can be distinguished in particular.
  • the number of different components and subsequently the manufacturing cost of the vehicle restraint system can be reduced by the spacers are the same in their profile.
  • a horizontal displacement of the shear centers of the profiles of the spacers to each other can be achieved by the spacers are mutually reversed arranged between posts and crash barrier.
  • the installation and maintenance of the vehicle restraint system can be considerably facilitated by these same spacers.
  • a particularly high free deformability of the spacers may result if the two spacers between the posts and the guardrail are arranged one below the other.
  • a mutual obstruction of the spacers can thus be excluded in their buckling behavior. This can further increase the safety of a vehicle restraint system, especially as it is also to be expected with a reproducible behavior of the spacer in an impact.
  • the rigidity of the connection of the guardrail to the or the post can be further increased.
  • this wider connection of the spacer to the guardrail ensures a higher resistance to evasion of the spacer in case of deformation of the guardrail.
  • this can also reduce the risk that the spacer of the guard rail protrudes after an impact in the direction of the road. The safety of the vehicle restraint system can thus be further improved.
  • each a flange of the two spacers is firmly connected to the edge region of the two Plankenschenkel the guardrail. This can ensure that even deformations of the edge region of the guardrail are taken up by the spacers and an escape of the guardrail is prevented. The risk of unwanted threading can thus be further reduced.
  • the restraining effect of the vehicle restraint system can be increased if the vehicle restraint system has a plurality of posts with an open post profile, a support profile spanning the top of the posts, and fasteners provided between the support profile and posts, each having two mounting brackets and connectors provided to both post legs of the post profile. connect the angle legs of the respective mounting bracket with support profile or with posts so positively and positively, that in a collision-related loosening their non-positive connections an approved relative movement between the support section and post is limited by the positive connection.
  • the force acting on the guardrail impact forces can be initiated over a longer range of the vehicle restraint system, and the guardrail be supported in the Switzerlandbandfunktion.
  • this does not suffer from the functionality of the protective barrier.
  • the inventive limited mobility of the support profile relative to the post may be sufficient to reduce impact loads in all directions of the vehicle restraint system, without having to fear a loosening of the fastener and so breaking through an impacting vehicle.
  • the post can be stiffened against torsion by supporting profile and posts are parallel to the mounting brackets with a connecting element positively and positively connected.
  • a connecting element positively and positively connected may be provided in this connection that support section and posts are so non-positively and positively connected, that in an impact-related release of the non-positive connection, an approved relative movement between the support section and post by the positive connection is limited.
  • a limited mobility of support profile and posts can be approved or provided in a structurally simple manner, if each connecting element passes through at least one slot.
  • This slot can be provided on the support section, posts or on the mounting bracket.
  • each connecting element Passing through each connecting element two longitudinally inclined to each other extending slots, a multi-axis mobility of support section and posts can be created.
  • the impact energy can dissipate in different directions of movement by releasing the non-positive connections.
  • a comparatively high performance, as known from vehicle restraint systems of containment level H4B, can be achieved thereby.
  • a comparatively high dimensional stability of the vehicle restraint system can result if the carrying profile bears against the post.
  • This dimensional stability can be further increased if the angle legs of the respective mounting bracket abut the support section or the post.
  • Fig. 1 illustrated vehicle restraint system 1 for a non-illustrated roadway has a plurality of posts 2, which are anchored in the ground 3.
  • a protective barrier 4 is provided, which is secured via spacers 5 and 6 to the post 2.
  • the vehicle restraint system 1 is also assigned a support profile 7, which spans the posts 2 and is firmly connected thereto.
  • the guardrail 4 shows a two-wave plank profile, as in particular in Fig. 3 can be recognized. This plank profile is formed from a central plank web 8 and from, to the plank web 8 above and below subsequent plank legs 9, 10. The adjoining the concave plank web 8 convex plank legs 9, 10 run the road partially to.
  • the spacers 5, 6 both have a profile 11, 12 and in each case a shear center M1, M2, as this particular after Fig. 2 is apparent.
  • a shear center M1, M2 as this particular after Fig. 2 is apparent.
  • flanges 13, 14 and 15, 16 which are firmly connected to a plank leg 9 and 10 of the guardrail 4.
  • the vehicle restraint system 1 is significantly stiffened by two spacers 5 and 6 are provided between each post 2 and the guardrail 4, which are open in its cross section, as shown in FIG Fig. 2 shown U-profiles can be seen.
  • the two spacers 5 and 6 are each connected to the upper and lower Plankenschenkel 9, 10 of the guardrail 4.
  • the shear centers M1, M2 of the profiles 11, 12 of the spacers 5, 6 are arranged offset from each other horizontally, whereby the spacers 5, 6 a different Buckling behavior can be imposed. Thus, a distance between guardrail 4 and post 2 can be ensured improved.
  • the vehicle restraint system 1 according to the invention is therefore characterized by a high degree of safety.
  • the simply symmetrical profiles 11, 12 (for example: U-profiles) of the spacers 5, 6 offer a comparatively high mechanical rigidity in spite of reduced mass compared with other profile shapes.
  • the same profile 11, 12 of the spacers 5 and 6 also offers the option to arrange the spacers 5, 6 inverted between the post 2 and the protective barrier 4. As in Fig. 2 To recognize the spacers are rotated counter to their horizontal axis and thus arranged reversed to each other. Thus, a displacement of the shear centers M1, M2 of the profiles 11, 12 is created in a structurally simple manner. In addition, this measure leads to a reduction in the number of different components on the vehicle restraint system 1.
  • the two spacers 5, 6 are arranged between the posts 2 and 4 guardrails with each other, so that they also with two flanges 13, 14 and 15, 16, which protrude from the upper and lower edges 17, 18 of the respective profile, the guardrail 4 wide can take.
  • the flanges 13, 14 and 15, 16 fixedly connected to the relevant Plank legs 9 and 10 via screw.
  • FIG. 4 To Fig. 4 is to recognize the C-profile of the post 2, which is shown by the support section 7 - torn open in the area of the post 2 -, is spanned. Between the support section 7 and the post 2 fasteners are arranged.
  • the fastening means include two mounting brackets 19 and 20, and a plurality of connecting elements 21, which are designed as screw. These connecting elements 21 connect the angle legs 22, 23 of the respective mounting bracket 19 and 20 with support profile 7 or post 2 positively and positively - and Although such positive and positive locking that in a collision of a vehicle solves the non-positive connection of the connecting elements 21 and support section 7 and 2 posts can move against each other, on the one hand to distribute the impact energy over the length of the vehicle restraint system 1 and reduce.
  • the support section 7 is connected to the post 2. Again, the support section 7 so positively and positively connected to the post 2 via a connecting element 21, that in an impact-related release of the non-positive connection, an approved relative movement between the support section 7 and post 2 is limited by the positive connection.
  • FIGS. 1 . 3 and 4 passes through each connecting element two longitudinally inclined to each other extending slots.
  • Fig. 4 is a deviating from the right angle inclination of the slots 24 can be seen.
  • the other slots 24 - two slots 24 for a connecting element 21 - are the sake of simplicity normal to each other.
  • a multi-axis relative movement between the support section 7 with post 2 is possible, whereby impact energy is reduced by all components 2 and 7 of the vehicle restraint system in all directions.
  • the support section 7 is located on the post 2 in its front region, as in Fig. 3 can be recognized.
  • the angle legs 22, 23 of the respective mounting bracket 19, 20 are located on the support section 7 or on the post 2, wherein the mounting bracket 19, 20 are designed as L-profile, as shown Fig. 1 can be seen.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Description

Die Erfindung betrifft ein Fahrzeugrückhaltesystem.The invention relates to a vehicle restraint system.

Um eine Schutzplanke, dessen Plankenprofil einen mittleren Plankensteg und an den Plankensteg oberhalb und unterhalb anschließende Plankenschenkel (z.B.: A-Profil) aufweist, an einem Distanzhalter zu befestigen, ist es aus dem Stand der Technik bekannt ( EP1564334A1 ), an seinem geschlossenen Hohlprofil Laschen abstehen zu lassen, die der Profilform der Schutzplanke entsprechend an die Schutzplanke angezogen werden können. Die beiden Laschen des Distanzhalters werden dabei an der oberen Hälfte der Schutzplanke befestigt. Die unter Hälfte der Schutzplanke ist somit frei verformbar, wodurch sich bei einem Anprall die dämpfende Wirkung der Schutzplanke erhöht. Ein Kontakt eines anprallenden Fahrzeugs mit dem Pfosten kann ein derartiges Fahrzeugrückhaltesystem jedoch nicht vollständig ausschließen, was von derartigen Fahrzeugrückhaltesystemen allerdings auch nicht gefordert ist.In order to fix a protective barrier, the plank profile of which has a central plank bridge and plank limbs adjoining the plank bridge above and below (eg: A-profile), it is known from the prior art ( EP1564334A1 ), to let projecting tabs on its closed hollow profile, which can be tightened to the shape of the guard rail according to the guardrail. The two tabs of the spacer are fastened to the upper half of the guardrail. The lower half of the guardrail is thus freely deformable, which increases the damping effect of the guardrail in an impact. However, a contact of an impacting vehicle with the post can not completely exclude such a vehicle restraint system, which is also not required by such vehicle restraint systems.

Aus dem Stand der Technik ist es außerdem bekannt ( EP0687775A1 ), mehrere Pfosten mit einem deren obere Enden überspannenden Tragprofil fest zu verbinden, um damit ein Durchbrechen des Fahrzeugrückhaltesystems zu verhindern. Zu diesem Zweck sind zwischen dem Tragprofil und den Pfosten Befestigungsmittel, umfassend je zwei zu beiden Pfostenschenkeln des Pfostenprofils vorgesehene Montagewinkel und Verbindungselemente, vorgesehen. Außerdem erlauben diese Befestigungsmittel eine Beweglichkeit zwischen Tragprofil und Pfosten, die sich durch ein aufprallbedingtes Lösen der kraftschlüssigen Verbindung der Befestigungsmittel ergibt und durch eine formschlüssige Verbindung begrenzt wird. Ein derartiges Fahrzeugrückhaltesystem kann zwar eine vergleichsweise hohe Rückhaltewirkung sicherstellen, nimmt jedoch eine Berührung des anprallenden Fahrzeugs mit dem Pfosten in Kauf, wodurch sich ein vergleichsweise hohes Gefährdungspotenzial ergibt.It is also known from the prior art ( EP0687775A1 ), a plurality of posts with a top ends spanning support profile firmly connected to thereby prevent breakage of the vehicle restraint system. For this purpose, between the support profile and the post fastening means, comprising two each provided to both post legs of the post profile mounting bracket and connecting elements provided. In addition, these fasteners allow mobility between the support section and post, which results from an impact-related release of the non-positive connection of the fastening means and is limited by a positive connection. Although such a vehicle restraint system can ensure a comparatively high restraining effect, it takes into account a contact of the impacting vehicle with the pole, resulting in a comparatively high hazard potential.

Ein Fahrzeugrückhaltesystem nach dem Oberbegriff des Anspruchs 1 ist aus der FR 1 304 119 A bekannt.A vehicle restraint system according to the preamble of claim 1 is known from FR 1 304 119 A known.

Die Erfindung hat sich daher ausgehend dem eingangs geschilderten Stand der Technik die Aufgabe gestellt, ein Fahrzeugrückhaltesystem derart konstruktiv zu verändern, dass die Kontaktgefahr eines anprallenden Fahrzeugs mit einem hinter der Schutzplanke vorgesehenen Pfosten vermindert werden kann.The invention has therefore based on the above-described prior art, the task of constructively modify a vehicle restraint system such that the risk of contact of an impacting vehicle can be reduced with a provided behind the guard rail posts.

Die Erfindung löst die gestellte Aufgabe durch die Merkmale des Anspruchs 1.The invention solves the problem set by the features of claim 1.

Sind zwischen Pfosten und Schutzplanke mindestens zwei Distanzhalter vorgesehen, so kann sich aus der daraus ergebenden zusätzlichen Versteifung zunächst das Deformationsverhalten des Fahrzeugrückhaltesystems auf konstruktiv einfache Weise derart verändern, dass mit einer Reduktion der Gefahr einer Pfostenberührung eines anprallenden Fahrzeugs gerechnet werden kann. Dies insbesondere dadurch, dass mindestens zwei Distanzhalter jeweils ein offenes Querschnittsprofil aufweisen, von denen mindestens ein Distanzhalter mit seinem vom Profil abstehenden Flansch mit dem oberen Plankenschenkel der Schutzplanke und mindestens ein anderer Distanzhalter mit seinem vom Profil abstehenden Flansch mit dem unteren Plankenschenkel der Schutzplanke fest verbunden ist. Die Distanzhalter können die Schutzplanke damit nämlich in ihrer oberen und unteren Profilausprägung mechanisch verbessert abstützen und damit auch fixieren. Bei einem Fahrzeuganprall kann damit auch die Profilform der Schutzplanke erhalten bleiben und so zu einem vorteilhaft hohen Widerstandsmoment des Fahrzeugrückhaltesystems führen. Letzteres kann selbst bei unterschiedlichen Anprallwinkeln sichergestellt bleiben, da die Schubmittelpunkte der Profile mindestens zweier Distanzhalter horizontal zueinander versetzt sind. Dadurch kann nämlich ein unterschiedliches Knickverhalten der Distanzhalter genutzt werden, den Abstand der Schutzplanke gegenüber dem Pfosten zu erhalten bzw. zu sicheren. Zudem kann damit ein unerwünschtes Einfädeln eines anprallenden Fahrzeugs mit einem Posten der Schutzplanke vermieden werden. Ein abruptes Abbremsen des Fahrzeugs und damit erhöhte Insassenbelastungen können so vorteilhaft ausgeschlossen werden. Trotz der vergleichsweise einfachen Konstruktionsverhältnisse des Fahrzeugrückhaltesystems kann also ein Anprall eines Fahrzeugs auf den Pfosten nahezu ausgeschlossen werden. Das erfindungsgemäße Fahrzeugrückhaltesystem kann sich daher durch die Gewährleistung einer vergleichsweise hohen Sicherheit auszeichnen.If at least two spacers are provided between the posts and the guardrail, the deformation behavior of the vehicle restraint system can initially be modified in a structurally simple manner from the resulting additional stiffening in such a way that a reduction in the risk of post contact of an impacting vehicle can be expected. This particular in that at least two spacers each have an open cross-sectional profile, of which at least one spacer with its protruding from the profile flange with the upper plank limb of the guardrail and at least one other spacer with its protruding from the profile flange with the lower plank limb of the guardrail is firmly connected. The spacers can support the crash barrier so that mechanically improved in its upper and lower profile expression and thus fix it. In the event of a vehicle collision, the profile shape of the protective barrier can thus also be preserved and thus lead to an advantageously high resistance moment of the vehicle restraint system. The latter can be ensured even at different impact angles, since the shear centers of the profiles of at least two spacers are offset from one another horizontally. As a result, a different buckling behavior of the spacers can namely be used to maintain the distance of the guardrail against the post or to secure. In addition, an unwanted threading of an impacting vehicle with a guard rail can thus be avoided. An abrupt deceleration of the vehicle and thus increased occupant loads can be excluded so advantageous. Despite the comparatively simple construction conditions of the vehicle restraint system, therefore, a collision of a vehicle on the post can be virtually ruled out. The vehicle restraint system according to the invention can therefore be characterized by ensuring a comparatively high level of safety.

Die Konstruktionsverhältnisse können noch weiter vereinfacht werden, wenn die Distanzhalter jeweils ein einfach symmetrisches Profil aufweisen. Zusätzlich können derartige Distanzhalter vergleichsweise einfache Montagebedingungen ermöglichen. Hinsichtlich der einfachen Montage des Fahrzeugrückhaltesystems kann sich insbesondere ein U-Profil auszeichnen.The construction conditions can be further simplified if the spacers each have a single symmetrical profile. In addition, such spacers can allow comparatively simple installation conditions. With regard to the ease of installation of the vehicle restraint system, a U-profile can be distinguished in particular.

Die Anzahl an unterschiedlichen Bauteilen und in weiterer Folge die Herstellungskosten des Fahrzeugrückhaltesystems können vermindert werden, indem die Distanzhalter in ihrem Profil gleich sind. Ein horizontales Versetzen der Schubmittelpunkte der Profile der Distanzhalter zueinander kann dadurch erreicht werden, indem die Distanzhalter zueinander umgedreht zwischen Pfosten und Schutzplanke angeordnet sind. Zudem kann durch diese gleichen Distanzhalter die Montage sowie auch die Wartung des Fahrzeugrückhaltesystems erheblich erleichtert werden.The number of different components and subsequently the manufacturing cost of the vehicle restraint system can be reduced by the spacers are the same in their profile. A horizontal displacement of the shear centers of the profiles of the spacers to each other can be achieved by the spacers are mutually reversed arranged between posts and crash barrier. In addition, the installation and maintenance of the vehicle restraint system can be considerably facilitated by these same spacers.

Eine besonders hohe freie Verformbarkeit der Distanzhalter kann sich ergeben, wenn die beiden Distanzhalter zwischen Pfosten und Schutzplanke untereinander angeordnet sind. Im Falle eines Anpralls kann somit eine gegenseitige Behinderung der Distanzhalter in ihrem Knickverhalten ausgeschlossen werden. Dies kann die Sicherheit eines Fahrzeugrückhaltesystems weiter erhöhen, zumal damit auch mit einem reproduzierbaren Verhalten der Distanzhalter bei einem Anprall zu rechnen ist.A particularly high free deformability of the spacers may result if the two spacers between the posts and the guardrail are arranged one below the other. In the case of an impact, a mutual obstruction of the spacers can thus be excluded in their buckling behavior. This can further increase the safety of a vehicle restraint system, especially as it is also to be expected with a reproducible behavior of the spacer in an impact.

Bilden die Distanzhalter je zwei Flansche aus, die vom oberen und unteren Rand des jeweiligen Profils abstehen, wobei jeweils beide Flansche mit den betreffenden Plankenschenkeln der Schutzplanke verbunden sind, kann die Steifigkeit der Anbindung der Schutzplanke an den oder die Pfosten zusätzlich erhöht werden. Zudem gewährleistet diese breitere Anbindung des Distanzhalters an die Schutzplanke einen höheren Widerstand gegen ein Ausweichen des Distanzhalters bei Verformung der Schutzplanke. Unter anderem kann damit auch die Gefahr reduziert werden, dass der Distanzhalter der Schutzplanke nach einem Aufprall in Fahrbahnrichtung vorsteht. Die Sicherheit des Fahrzeugrückhaltesystems kann damit weiter verbessert werden.Form the spacers each two flanges, which protrude from the top and bottom of the respective profile, each with both flanges are connected to the respective plank legs of the guardrail, the rigidity of the connection of the guardrail to the or the post can be further increased. In addition, this wider connection of the spacer to the guardrail ensures a higher resistance to evasion of the spacer in case of deformation of the guardrail. Among other things, this can also reduce the risk that the spacer of the guard rail protrudes after an impact in the direction of the road. The safety of the vehicle restraint system can thus be further improved.

Letzteres kann zusätzlich verbessert werden, indem je ein Flansch der beiden Distanzhalter mit dem Randbereich der beiden Plankenschenkel der Schutzplanke fest verbunden ist. Damit kann sichergestellt werden, dass selbst Verformungen der Randbereich der Schutzplanke durch die Distanzhalter aufgenommen und ein Ausweichen der Schutzplanke unterbunden wird. Die Gefahr eines unerwünschten Einfädelns kann damit noch weiter vermindert werden.The latter can be additionally improved by each a flange of the two spacers is firmly connected to the edge region of the two Plankenschenkel the guardrail. This can ensure that even deformations of the edge region of the guardrail are taken up by the spacers and an escape of the guardrail is prevented. The risk of unwanted threading can thus be further reduced.

Einfache Konstruktionsverhältnisse können sich ergeben, wenn die Schutzplanke als zweiwelliges Profil ausgeführt ist. A- oder B-Profile sind hierbei vorstellbar.Simple construction conditions can arise when the guardrail is designed as a two-shaft profile. A or B profiles are conceivable here.

Die Rückhaltewirkung des Fahrzeugrückhaltesystems kann erhöht werden, wenn das Fahrzeugrückhaltesystem mehrere Pfosten mit einem offenen Pfostenprofil, ein das obere Ende der Pfosten überspannendes Tragprofil und jeweils zwischen Tragprofil und Pfosten vorgesehene Befestigungsmittel aufweist, die je zwei zu beiden Pfostenschenkeln des Pfostenprofils vorgesehene Montagewinkel und Verbindungselemente aufweist, die die Winkelschenkel des jeweiligen Montagewinkels mit Tragprofil oder mit Pfosten derart kraft- und formschlüssig verbinden, dass bei einem anprallbedingten Lösen deren kraftschlüssigen Verbindungen eine zugelassene Relativbewegung zwischen Tragprofil und Pfosten durch deren formschlüssige Verbindung begrenzt ist. Damit können nämlich die auf die Schutzplanke einwirkenden Anprallkräfte über einen längeren Bereich des Fahrzeugrückhaltesystems eingeleitet werden, und die Schutzplanke in der Zugbandfunktion unterstützt werden. Vorteilhaft leidet darunter jedoch nicht die Funktionalität der Schutzplanke. Die erfindungsgemäße beschränkte Beweglichkeit des Tragprofils gegenüber den Pfosten kann ausreichen, Anprallbelastungen in allen Richtungen des Fahrzeugrückhaltesystems abzubauen, ohne damit ein Lösen der Befestigungsmittel und so ein Durchbrechen eines anprallenden Fahrzeugs befürchten zu müssen.The restraining effect of the vehicle restraint system can be increased if the vehicle restraint system has a plurality of posts with an open post profile, a support profile spanning the top of the posts, and fasteners provided between the support profile and posts, each having two mounting brackets and connectors provided to both post legs of the post profile. connect the angle legs of the respective mounting bracket with support profile or with posts so positively and positively, that in a collision-related loosening their non-positive connections an approved relative movement between the support section and post is limited by the positive connection. Thus, namely, the force acting on the guardrail impact forces can be initiated over a longer range of the vehicle restraint system, and the guardrail be supported in the Zugbandfunktion. Advantageously, however, this does not suffer from the functionality of the protective barrier. The inventive limited mobility of the support profile relative to the post may be sufficient to reduce impact loads in all directions of the vehicle restraint system, without having to fear a loosening of the fastener and so breaking through an impacting vehicle.

Der Pfosten kann gegenüber Torsion versteift werden, indem Tragprofil und Pfosten parallel zu den Montagewinkeln mit einem Verbindungselement kraft- und formschlüssig verbunden sind. Um die begrenzte Beweglichkeit zwischen Tragprofil und Pfosten nicht zu beschränken, kann bei dieser Verbindung vorgesehen sein, dass Tragprofil und Pfosten derart kraft- und formschlüssig verbunden sind, dass bei einem anprallbedingten Lösen der kraftschlüssigen Verbindung eine zugelassene Relativbewegung zwischen Tragprofil und Pfosten durch die formschlüssige Verbindung begrenzt ist.The post can be stiffened against torsion by supporting profile and posts are parallel to the mounting brackets with a connecting element positively and positively connected. In order not to limit the limited mobility between the support section and posts, may be provided in this connection that support section and posts are so non-positively and positively connected, that in an impact-related release of the non-positive connection, an approved relative movement between the support section and post by the positive connection is limited.

Sind die Verbindungselemente als Schraubverbindungen ausgeführt, können sich nicht nur einfache Handhabungsverhältnisse bei der Montage des Fahrzeugrückhaltesystems ergeben, sondern auch der Aufwand dessen Wartungs- bzw. Reparaturarbeiten reduziert werden.Are the fasteners designed as screw, not only simple handling conditions in the installation of the vehicle restraint system can result, but also the cost of maintenance or repair work can be reduced.

Eine begrenzte Beweglichkeit von Tragprofil und Pfosten kann auf konstruktiv einfache Weise zugelassen bzw. vorgesehen werden, wenn jedes Verbindungselement mindestens ein Langloch durchgreift. Dieses Langloch kann am Tragprofil, Pfosten bzw. auch am Montagewinkel vorgesehen sein.A limited mobility of support profile and posts can be approved or provided in a structurally simple manner, if each connecting element passes through at least one slot. This slot can be provided on the support section, posts or on the mounting bracket.

Durchgreift jedes Verbindungselement zwei in Längsrichtung geneigt zueinander verlaufende Langlöcher, kann eine mehrachsige Beweglichkeit von Tragprofil und Pfosten geschaffen werden. Zudem kann sich durch ein Lösen der kraftschlüssigen Verbindungen die Anprallenergie in verschiedene Bewegungsrichtungen abbauen. Eine vergleichsweise hohe Performance, wie diese von Fahrzeugrückhaltesystemen der Aufhaltestufe H4B bekannt ist, kann dadurch erreicht werden.Passing through each connecting element two longitudinally inclined to each other extending slots, a multi-axis mobility of support section and posts can be created. In addition, the impact energy can dissipate in different directions of movement by releasing the non-positive connections. A comparatively high performance, as known from vehicle restraint systems of containment level H4B, can be achieved thereby.

Eine vergleichsweise hohe Formstabilität des Fahrzeugrückhaltesystems kann sich ergeben, wenn das Tragprofil am Pfosten anliegt.A comparatively high dimensional stability of the vehicle restraint system can result if the carrying profile bears against the post.

Diese Formstabilität kann weiter erhöht werden, wenn die Winkelschenkel des jeweiligen Montagewinkels am Tragprofil oder am Pfosten anliegen.This dimensional stability can be further increased if the angle legs of the respective mounting bracket abut the support section or the post.

Zudem ergeben sich einfache Konstruktionsverhältnisse, wenn die Montagewinkel ein L-Profil aufweisen.In addition, simple construction conditions arise when the mounting bracket have an L-profile.

In den Figuren ist beispielsweise der Erfindungsgegenstand anhand eines Ausführungsbeispiels dargestellt. Es zeigen

Fig. 1
eine aufgerissene Frontansicht auf das erfindungsgemäße Fahrzeugrückhaltesystem,
Fig. 2
eine vergrößerte Teilansicht der Fig. 1,
Fig. 3
eine Schnittansicht nach III-III der Fig. 1 und
Fig. 4
eine abgerissene und teilweise aufgerissene Draufsicht auf das nach Fig. 1 dargestellte Fahrzeugrückhaltesystem.
In the figures, for example, the subject invention is illustrated using an exemplary embodiment. Show it
Fig. 1
a torn-open front view of the vehicle restraint system according to the invention,
Fig. 2
an enlarged partial view of the Fig. 1 .
Fig. 3
a sectional view according to III-III of Fig. 1 and
Fig. 4
a torn and partially torn top view of the after Fig. 1 illustrated vehicle restraint system.

Das beispielsweise nach Fig. 1 dargestellte Fahrzeugrückhaltesystem 1 für eine nicht näher dargestellte Fahrbahn weist mehrere Pfosten 2 auf, die im Erdreich 3 verankert sind. Zudem ist eine Schutzplanke 4 vorgesehen, die über Distanzhalter 5 bzw. 6 an den Pfosten 2 befestigt ist. Dem Fahrzeugrückhaltesystem 1 ist auch noch ein Tragprofil 7 zugeordnet, das die Pfosten 2 überspannt und mit diesen fest verbunden ist. Die Schutzplanke 4 zeigt ein zweiwelliges Plankenprofil, wie dies insbesondere in Fig. 3 erkannt werden kann. Dieses Plankenprofil bildet sich aus einem mittleren Plankensteg 8 und aus, an den Plankensteg 8 oberhalb und unterhalb anschließende Plankenschenkel 9, 10. Die an den konkaven Plankensteg 8 anschließenden konvexen Plankenschenkel 9, 10 laufen der Fahrbahn teilweise zu. Die Distanzhalter 5, 6 weisen beide ein Profil 11, 12 und jeweils einen Schubmittelpunkt M1, M2 auf, wie diese insbesondere nach Fig. 2 ersichtlich ist. Außerdem steht vom Profil 11 bzw. 12 Flansche 13, 14 bzw. 15, 16 ab, die mit einem Plankenschenkel 9 bzw. 10 der Schutzplanke 4 fest verbunden sind.For example, after Fig. 1 illustrated vehicle restraint system 1 for a non-illustrated roadway has a plurality of posts 2, which are anchored in the ground 3. In addition, a protective barrier 4 is provided, which is secured via spacers 5 and 6 to the post 2. The vehicle restraint system 1 is also assigned a support profile 7, which spans the posts 2 and is firmly connected thereto. The guardrail 4 shows a two-wave plank profile, as in particular in Fig. 3 can be recognized. This plank profile is formed from a central plank web 8 and from, to the plank web 8 above and below subsequent plank legs 9, 10. The adjoining the concave plank web 8 convex plank legs 9, 10 run the road partially to. The spacers 5, 6 both have a profile 11, 12 and in each case a shear center M1, M2, as this particular after Fig. 2 is apparent. In addition, from the profile 11 and 12 from flanges 13, 14 and 15, 16, which are firmly connected to a plank leg 9 and 10 of the guardrail 4.

Das Fahrzeugrückhaltesystem 1 wird erheblich versteift, indem zwischen jedem Pfosten 2 und der Schutzplanke 4 zwei Distanzhalter 5 und 6 vorgesehen sind, die in ihrem Querschnitt offen sind, wie dies anhand der nach Fig. 2 dargestellten U-Profile zu erkennen ist. Die beiden Distanzhalter 5 und 6 sind jeweils mit dem oberen und unteren Plankenschenkel 9, 10 der Schutzplanke 4 verbunden. Zu diesem Zweck ist der Distanzhalter 5 mit seinem vom Profil 11 abstehenden Flansch 13 bzw. 14 mit dem oberen Plankenschenkel 9 der Schutzplanke 4 und der Distanzhalter 6 mit seinem vom Profil 12 abstehenden Flansch 15 bzw. 16 mit dem unteren Plankenschenkel 10 der Schutzplanke 4 fest verbunden, beispielsweise kraft- und/oder formschlüssig über eine nicht näher dargestellte Schraubverbindung. Die Schubmittelpunkte M1, M2 der Profile 11, 12 der Distanzhalter 5, 6 sind zueinander horizontal versetzt angeordnet, wodurch den Distanzhaltern 5, 6 ein unterschiedliches Knickverhalten aufgezwungen werden kann. Damit kann ein Abstand zwischen Schutzplanke 4 und Pfosten 2 verbessert sichergestellt werden. Das erfindungsgemäße Fahrzeugrückhaltesystem 1 zeichnet sich daher durch eine hohe Sicherheit aus.The vehicle restraint system 1 is significantly stiffened by two spacers 5 and 6 are provided between each post 2 and the guardrail 4, which are open in its cross section, as shown in FIG Fig. 2 shown U-profiles can be seen. The two spacers 5 and 6 are each connected to the upper and lower Plankenschenkel 9, 10 of the guardrail 4. For this purpose, the spacer 5 with its protruding from the profile flange 11 13 and 14 with the upper Plankenschenkel 9 of the guardrail 4 and the spacer 6 with its protruding from the profile flange 12 15 and 16 with the lower plank leg 10 of the guardrail 4 fixed connected, for example non-positively and / or positively via a screw not shown. The shear centers M1, M2 of the profiles 11, 12 of the spacers 5, 6 are arranged offset from each other horizontally, whereby the spacers 5, 6 a different Buckling behavior can be imposed. Thus, a distance between guardrail 4 and post 2 can be ensured improved. The vehicle restraint system 1 according to the invention is therefore characterized by a high degree of safety.

Wie bereits erwähnt, bieten die einfach symmetrischen Profile 11, 12 (z.B.: U-Profile) der Distanzhaltern 5, 6 trotz reduzierter Masse gegenüber anderen Profilformen eine vergleichsweise hohe mechanische Steifigkeit.As already mentioned, the simply symmetrical profiles 11, 12 (for example: U-profiles) of the spacers 5, 6 offer a comparatively high mechanical rigidity in spite of reduced mass compared with other profile shapes.

Das gleiche Profil 11, 12 der Distanzhalter 5 und 6 bietet auch die Option, die Distanzhalter 5, 6 zueinander umgedreht zwischen Pfosten 2 und Schutzplanke 4 anzuordnen. Wie in Fig. 2 zu erkennen sind die Distanzhalter um ihre Horizontalachse gegengleich verdreht bzw. damit zueinander umgedreht angeordnet. So wird auf konstruktiv einfache Weise ein Versatz der Schubmittelpunkte M1, M2 der Profile 11, 12 geschaffen. Zudem führt diese Maßnahme zu einer Verringerung der Anzahl an unterschiedlichen Bauteilen am Fahrzeugrückhaltesystem 1.The same profile 11, 12 of the spacers 5 and 6 also offers the option to arrange the spacers 5, 6 inverted between the post 2 and the protective barrier 4. As in Fig. 2 To recognize the spacers are rotated counter to their horizontal axis and thus arranged reversed to each other. Thus, a displacement of the shear centers M1, M2 of the profiles 11, 12 is created in a structurally simple manner. In addition, this measure leads to a reduction in the number of different components on the vehicle restraint system 1.

Die beiden Distanzhalter 5, 6 sind zwischen Pfosten 2 und Schutzplanke 4 untereinander angeordnet, sodass diese auch mit je zwei Flanschen 13, 14 bzw. 15, 16, die vom oberen und unteren Rand 17, 18 des jeweiligen Profils abstehen, die Schutzplanke 4 breit fassen können. Hierfür sind die Flansche 13, 14 bzw. 15, 16 mit den betreffenden Plankenschenkeln 9 bzw. 10 über Schraubverbindungen fest verbunden.The two spacers 5, 6 are arranged between the posts 2 and 4 guardrails with each other, so that they also with two flanges 13, 14 and 15, 16, which protrude from the upper and lower edges 17, 18 of the respective profile, the guardrail 4 wide can take. For this purpose, the flanges 13, 14 and 15, 16 fixedly connected to the relevant Plank legs 9 and 10 via screw.

Nach Fig. 4 ist das C-Profil des Pfostens 2 zu erkennen, das von dem Tragprofil 7 - im Bereich des Pfostens 2 aufgerissen dargestellt -, überspannt wird. Zwischen dem Tragprofil 7 und dem Pfosten 2 sind Befestigungsmittel angeordnet. Zu den Befestigungsmitteln zählen zwei Montagewinkel 19 und 20, sowie eine Vielzahl an Verbindungselementen 21, die als Schraubverbindungen ausgeführt sind. Diese Verbindungselemente 21 verbinden die Winkelschenkel 22, 23 des jeweiligen Montagewinkels 19 bzw. 20 mit Tragprofil 7 oder mit Pfosten 2 kraft- und formschlüssig - und zwar derart kraft- und formschlüssig, dass sich bei einem Anprall eines Fahrzeugs die kraftschlüssige Verbindung der Verbindungselemente 21 löst und sich Tragprofil 7 und Pfosten 2 gegeneinander bewegen können, um einerseits die Anprallenergie über die Länge des Fahrzeugrückhaltesystems 1 zu verteilen und zu reduzieren. Ein Aufbrechen des Fahrzeugrückhaltesystems wird jedoch unterbunden, indem die zugelassene Relativbewegung zwischen Tragprofil 7 und Pfosten 2 durch deren formschlüssige Verbindung begrenzt wird. Dieser Formschluss wird auf einfache Weise mit Hilfe von Langlöchern 24 sichergestellt. Diese Langlöcher 24 sind im Pfosten 2 bzw. seinen Pfostenschenkeln 25, 26, in den Montagewinkeln 19, 20, sowie auch im Tragprofil 7 vorgesehen, wie dies nach den Figuren 1, 3 und 4 zu erkennen ist. Jedes Verbindungselement 21 durchgreift somit mindestens ein Langloch 24.To Fig. 4 is to recognize the C-profile of the post 2, which is shown by the support section 7 - torn open in the area of the post 2 -, is spanned. Between the support section 7 and the post 2 fasteners are arranged. The fastening means include two mounting brackets 19 and 20, and a plurality of connecting elements 21, which are designed as screw. These connecting elements 21 connect the angle legs 22, 23 of the respective mounting bracket 19 and 20 with support profile 7 or post 2 positively and positively - and Although such positive and positive locking that in a collision of a vehicle solves the non-positive connection of the connecting elements 21 and support section 7 and 2 posts can move against each other, on the one hand to distribute the impact energy over the length of the vehicle restraint system 1 and reduce. However, a break-up of the vehicle restraint system is prevented by the permitted relative movement between the support section 7 and post 2 is limited by the positive connection. This positive connection is ensured in a simple manner by means of oblong holes 24. These slots 24 are provided in the post 2 and its post legs 25, 26, in the mounting brackets 19, 20, as well as in the support section 7, as shown in the FIGS. 1 . 3 and 4 can be seen. Each connecting element 21 thus penetrates at least one slot 24.

Parallel zu den Montagewinkeln 19, 20 ist das Tragprofil 7 mit dem Pfosten 2 verbunden. Auch hier ist das Tragprofil 7 mit dem Pfosten 2 über ein Verbindungselement 21 derart kraft- und formschlüssig verbunden, dass bei einem anprallbedingten Lösen der kraftschlüssigen Verbindung eine zugelassene Relativbewegung zwischen Tragprofil 7 und Pfosten 2 durch die formschlüssige Verbindung begrenzt ist.Parallel to the mounting brackets 19, 20, the support section 7 is connected to the post 2. Again, the support section 7 so positively and positively connected to the post 2 via a connecting element 21, that in an impact-related release of the non-positive connection, an approved relative movement between the support section 7 and post 2 is limited by the positive connection.

Wie den Figuren 1, 3 und 4 zu entnehmen, durchgreift jedes Verbindungselement zwei in Längsrichtung geneigt zueinander verlaufende Langlöcher. Nach Fig. 4 ist eine vom rechten Winkel abweichende Neigung der Langlöcher 24 zu erkennen. Die anderen Langlöcher 24 - je zwei Langlöcher 24 für ein Verbindungselement 21 - stehen der konstruktiven Einfachheit halber normal zueinander. Eine mehrachsige Relativbewegung zwischen Tragprofil 7 mit Pfosten 2 ist so möglich, wodurch Anprallenergie von allen Bauteilen 2 und 7 des Fahrzeugrückhaltesystems in alle Richtungen reduziert wird.Like that FIGS. 1 . 3 and 4 can be seen, passes through each connecting element two longitudinally inclined to each other extending slots. To Fig. 4 is a deviating from the right angle inclination of the slots 24 can be seen. The other slots 24 - two slots 24 for a connecting element 21 - are the sake of simplicity normal to each other. A multi-axis relative movement between the support section 7 with post 2 is possible, whereby impact energy is reduced by all components 2 and 7 of the vehicle restraint system in all directions.

Konstruktiv einfach liegt das Tragprofil 7 am Pfosten 2 in seinem vorderen Bereich an, wie dies in Fig. 3 erkannt werden kann.Structurally simple, the support section 7 is located on the post 2 in its front region, as in Fig. 3 can be recognized.

Die Winkelschenkel 22, 23 des jeweiligen Montagewinkels 19, 20 liegen am Tragprofil 7 oder am Pfosten 2 an, wobei die Montagewinkel 19, 20 als L-Profil ausgeführt sind, wie dies nach Fig. 1 zu erkennen ist.The angle legs 22, 23 of the respective mounting bracket 19, 20 are located on the support section 7 or on the post 2, wherein the mounting bracket 19, 20 are designed as L-profile, as shown Fig. 1 can be seen.

Außerdem ist den Figuren 3 und 4 zu entnehmen, dass die Distanzhalter 5, 6 über Verbindungsmittel 27 mit dem Pfosten 2 bzw. der Schutzplanke 4 fest verbunden sind. Als Verbindungsmittel 27 wurden beispielsweise Schraubverbindungen eingezeichnet. Besides that is the Figures 3 and 4 can be seen that the spacers 5, 6 are firmly connected via connecting means 27 with the post 2 and the guard rail 4. As connecting means 27, for example screw connections were drawn.

Claims (15)

  1. Vehicle restraint system with at least one post (2), with at least one guardrail (4) whose plank profile has a central plank web (8) and plank legs (9, 10) adjoining the plank web (8) above and below, which taper the roadway at least partially, and with at least one, post (2) and guardrail (4) firmly connecting spacer (5, 6) having a profile (11, 12) with a shear center (M1, M2) and at least one flange (13, 14 or 15, 16) projecting of its profile (11, 12), which flange (13, 14 or 15, 16) is firmly connected to the plank legs (9, 10) of the guardrail (4), wherein between the post (2) and guardrail (4) at least two spacers (5, 6) are provided, each having a cross-sectionally open profile (11, 12), of which spacers (5, 6) at least one spacer (5) with its from the profile (11) projecting flange (13, 14) is firmly connected to the upper plank limb (9) of guardrail (4) and at least one other spacer (6) with its from the profile (12) projecting flange (15, 16) is firmly connected to the lower plank limb (10) of the guardrail (4), characterized in that the shear centers (M1, M2) of the profiles (11, 12) of at least two oft he spacers (5, 6) are offset from each other horizontally.
  2. Vehicle restraint system according to claim 1, characterized in that the spacers (5, 6) each have a single symmetrical profile (11, 12), more particularly U-profile.
  3. Vehicle restraint system according to claim 1 or 2, characterized in that in their profile (11, 12) identical spacers (5, 6) are turned around relative to one another, between posts (2) and guardrail (4).
  4. Vehicle restraint system according to claim 1, 2 or 3, characterized marked characterized in that the two spacers (5, 6) between posts (2) and guardrail (4) are arranged one below the other.
  5. Vehicle restraint system according to one of claims 1 to 4, characterized in that the spacers (5, 6) each form two flanges (13, 14 or 15, 16) which protrude from the upper and lower edges (17, 18) of the respective profile (11, 12), wherein in each case both flanges (13, 14 and 15, 16) are connected with the respective plank limb (9, 10) of the guardrail (4).
  6. Vehicle restraint system according to one of claims 1 to 5, characterized in that one flange (13 or 16) each of the two spacers (5, 6) is firmly connected with the edge region of the plank limb (9, 10) of the guardrail (4).
  7. Vehicle restraint system according to one of claims 1 to 6, characterized in that the guardrail (4) is designed as a two-part profile.
  8. Vehicle restraint system according to one of claims 1 to 7, characterized in that the vehicle restraint system (1) has a plurality of posts (2) with an open, more particularly C-shaped, post profile, a supporting profile (7) spanning the upper end of the posts (2) and fastening means respectively provided between the supporting profile (7) and posts (2), which has each two mounting bracket (19, 20) provided to both post legs of the post profile and connecting elements (21), connecting the angle legs (22, 23) of the respective mounting bracket (19, 20) to the support profile (7) or to the posts (2) in such a force-fit and form-fit manner, in that, in the event of an impact-related release, their force-fit connection is limited by an admitted relative movement between the supporting profile (7) and the post (2) by their form-fit connection.
  9. Vehicle restraint system according to claim 8, characterized in that supporting profile (7) and posts (2) are connected in a force-fit and form-fit manner parallel to the mounting brackets (19, 20) with a connecting element (21) in such a way, that in an impact-related release of the force-fit connection, an approved relative movement between the support profile (7) and post (2) is limited by the positive connection.
  10. Vehicle restraint system according to claim 8 or 9, characterized in that the connecting elements (21) are designed as screw connections.
  11. Vehicle restraint system according to claim 8, 9 or 10, characterized in that each connecting element (21) protrude through at least one slot (24).
  12. Vehicle restraint system according to claim 11, characterized in that each connecting element (21) protrude through two elongated holes (24) which run inclined to one another in the longitudinal direction.
  13. Vehicle restraint system according to one of claims 8 to 12, characterized in that the support profile (7) bears against the post (2).
  14. Vehicle restraint system according to one of claims 8 to 13, characterized in that the angle legs (22, 23) of the respective mounting bracket (19, 20) rest on the support profile (7) or on the post (2).
  15. Vehicle restraint system according to one of claims 8 to 14, characterized in that the mounting bracket (19, 20) have an L-profile.
EP13183796.5A 2012-09-10 2013-09-10 Vehicle retention system Active EP2706145B1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SI201331338T SI2706145T1 (en) 2012-09-10 2013-09-10 Vehicle retention system
RS20190151A RS58395B1 (en) 2012-09-10 2013-09-10 Vehicle retention system
PL13183796T PL2706145T4 (en) 2012-09-10 2013-09-10 Vehicle retention system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50373/2012A AT512661B1 (en) 2012-09-10 2012-09-10 Vehicle restraint system

Publications (3)

Publication Number Publication Date
EP2706145A2 EP2706145A2 (en) 2014-03-12
EP2706145A3 EP2706145A3 (en) 2016-11-16
EP2706145B1 true EP2706145B1 (en) 2018-10-31

Family

ID=49209225

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Application Number Title Priority Date Filing Date
EP13183796.5A Active EP2706145B1 (en) 2012-09-10 2013-09-10 Vehicle retention system

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Country Link
EP (1) EP2706145B1 (en)
AT (1) AT512661B1 (en)
ES (1) ES2714310T3 (en)
HU (1) HUE043764T2 (en)
PL (1) PL2706145T4 (en)
RS (1) RS58395B1 (en)
SI (1) SI2706145T1 (en)
TR (1) TR201901386T4 (en)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1304119A (en) * 1961-08-08 1962-09-21 Metallurg De L Escaut Soc Road safety device
CH408984A (en) * 1963-02-28 1966-03-15 Bucher Edwin Ing Dr Guide device on the road
CH414716A (en) * 1964-02-28 1966-06-15 Mec Belotti S A S Di Ghinelli Elastic buffer barrier for road edges
DE4421304A1 (en) * 1994-06-17 1995-12-21 Leit Ramm D Graf Von Koenigsma Protection device
IT1282766B1 (en) * 1996-05-30 1998-03-31 Autostrada Del Brennero S P A HIGH PERFORMANCE DEFORMABLE STEEL ROAD BARRIER
ATE242824T1 (en) * 1999-06-14 2003-06-15 Spig Schutzplanken Prod Gmbh GUARDRAIL ARRANGEMENT
AT7685U1 (en) 2004-02-16 2005-07-25 Voest Alpine Krems Finaltech guide

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
TR201901386T4 (en) 2019-03-21
RS58395B1 (en) 2019-04-30
AT512661A4 (en) 2013-10-15
AT512661B1 (en) 2013-10-15
EP2706145A3 (en) 2016-11-16
PL2706145T3 (en) 2019-07-31
EP2706145A2 (en) 2014-03-12
PL2706145T4 (en) 2019-07-31
ES2714310T3 (en) 2019-05-28
HUE043764T2 (en) 2019-09-30
SI2706145T1 (en) 2019-03-29

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