EP3312345B1 - Vehicle retention system - Google Patents

Description

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

A vehicle restraint system is a passive roadway safety device. Its purpose is to protect vehicles and their occupants departing from the lane and other road users from departing vehicles.

Vehicle restraint systems are intended to ensure safe protection against breakthrough of vehicles and a low risk of injury to vehicle occupants upon impact. In addition, the cost of installation, repair and maintenance and ultimately also for the disposal should be appropriate.

From the DE 42 24 998 C1 a safety barrier arrangement for carriageways is known. The guard rail assembly has anchored in the ground post and with respect to the post in the direction of the roadway projecting deformation profiles. The deformation profiles are attached to the posts and form spacers for a roadside arranged guardrail. At the deformation profiles, upper and lower longitudinal beams spaced one above the other in the same vertical plane are fastened on the roadway side. The lower longitudinal beam carries the guardrail so that the front of the guardrail projects beyond the front of the upper longitudinal spar. The longitudinal beams are formed from hollow profiles.

By the EP 0 874 940 B1 includes a guard rail arrangement for roadways, in particular for use on the edge of the road, to median strips or to safeguard dangerous spots to the prior art. In a known manner, this guard rail arrangement has a plurality of stands or posts fixed to the bottom, which are connected to one another by means of mutually parallel lower and upper longitudinal members. At the lower longitudinal spar in the region of the stator deformation elements are defined, which carry a parallel to the lower longitudinal spar extending guardrail. The deformation elements are each formed as a straight circular tube, whose axis is aligned substantially vertically.

A similar protective barrier arrangement goes out of the EP 1 719 840 A2 out. This guard rail assembly is intended to exhibit improved retention properties without losses in terms of the absorption properties of impact forces. For this purpose, a rear-side reinforcing element is arranged on the side facing away from the barrier of the stator.

From the DE 196 02 567 C2 Furthermore, a crash barrier arrangement for a motor vehicle test track is known. This has two spaced-apart guardrails of longitudinally coupled together Leitplankenschüssen. These are to have approximately W-shaped cross-section and are detachably fastened by means of spacers directed away from the roadway on support legs oriented essentially perpendicularly to the roadway of angle-shaped support bars. Essentially horizontally oriented Mounting legs are welded on the one hand to the support legs and on the other hand with anchor plates. The anchor plates are fastened by means of predetermined breaking joints on adjacent to the roadway driven into the ground anchor post.

The invention particularly aims at vehicle restraint systems with the highest demands on breakthrough safety and occupant safety. Such high demands are particularly required on high-speed lines such as motor vehicle test tracks or racetracks, as well as in particularly vulnerable areas such as bridges, embankments or structures as well as in road areas or road sections with particularly high traffic and / or narrow median strip areas.

The invention is based on the prior art, the task of providing a vehicle restraint system with increased breakthrough safety and improved occupant safety. In particular, the invention aims at a vehicle restraint system for high-speed lines and should ensure good values for the impact severity at a high degree of containment.

The solution to this problem consists in a vehicle restraint system according to claim 1.

Advantageous embodiment and development of the vehicle restraint system according to the invention are the subject of the dependent claims 2 to 17.

The vehicle restraint system includes bottom anchorable posts and support units. Each support unit has a base leg attachable to an anchor post and a support leg directed upwardly from the bottom leg. According to the invention, a lower longitudinal spar and an upper longitudinal spar are arranged on the roadway side on the support legs at a vertical distance from one another. Before the lower longitudinal spar and the upper longitudinal spar extend between these deformation profiles, which carry a lower barrier rail of interconnected guard rails and an upper barrier rail of interconnected guard rails.

The deformation profiles are formed in particular from vertically oriented hollow bodies, preferably from round hollow bodies, such as, for example, pipe sections. The lower longitudinal spar and the upper longitudinal spar are each connected by a deformation profile. In this case, a deformation profile preferably extends from the lower edge of the lower longitudinal spar to the upper edge of the upper longitudinal spar. In the direction of the road ahead of the deformation profiles of the lower guard rail and the upper guard rail are arranged.

The lower guard rail and the upper guard rail are mounted one above the other at a vertical distance. The protective barrier strands consist of type A (Armcor) or type B (Bethlehem) safety barriers. Particularly advantageous in practice is a protective barrier made of type-B safety barriers.

In each case between a guard rail and a deformation profile preferably a support bracket is incorporated.

The lower longitudinal spar and the lower guard rail are essentially at the same height level. Also, the upper longitudinal spar and the upper guard rail are essentially at the same height level.

The vehicle restraint system according to the invention has a high penetration resistance and improves occupant safety. The vehicle restraint system is particularly suitable for high-speed lines and achieves very good values for impact strength at high retention levels. In particular, the vehicle restraint system is suitable for motor vehicle test tracks and race tracks. Likewise, it is advantageous in particularly hazardous areas on bridges, embankments or structures used. Depending on the modification, the vehicle restraint system is also suitable for the median strip area between two carriageways, for example in the inner-city area of highly frequented roads or high-traffic roadways.

Preferably, the lower longitudinal spar and the upper longitudinal spar are formed from box sections. The box sections have a substantially U-shaped cross section with a web and two legs. To the thighs are divided integral inwardly directed flanges. The box sections are mounted with their webs facing the roadway.

Another aspect of the invention provides that below the lower longitudinal spar underride protection is provided from interconnected baffles. The underrun protection is preferably fastened to the support legs via deformation elements and suspension brackets. The underrun protection from the baffles forms a protective apron and prevents impacting vehicles or two wheels or two cyclists slip under the lower guard rail through.

In particular, the front sides of the lower guard rails or the lower guard rail and the front sides of the upper guard rails and the upper guard rail are in a vertical plane. In a system with underride protection, the front sides of the baffles are in the same vertical plane as the front sides of the upper guard rail and the lower guard rail. In this way, a continuous to the road almost closed level is formed with high safety level and maximum retention.

Particularly preferably, the support legs and / or the bottom legs are formed from C-profiles. Preferably, the webs of the C-profiles extend transversely to the longitudinal direction or longitudinal extension of the longitudinal beams and crash barriers.

An improvement in stability and rigidity can be achieved by a diagonal strut which extends transversely between a support leg and a bottom leg. Furthermore, reinforcing elements can be provided. The reinforcing elements are provided in particular in the region of the free ends of a C-profile or a support leg or a bottom leg. Particularly preferably, a reinforcing element consists of a flat iron, which extends between the legs of a C-profile and is welded thereto.

The anchor posts are preferably formed from I-profiles, in particular from IPE profiles. IPE profiles have parallel inner surfaces, which is advantageous for ramming the anchor posts into the ground.

A further stiffening of the vehicle restraint system can be achieved by reinforcing profiles, which are arranged at the upper end of the support legs on the side facing away from the roadway. In particular, the reinforcing profile is a profiled rail which extends along the upper ends of the support legs. The reinforcing profiles cause that caused by an impact tensile forces are additionally intercepted on the back of the support legs and distributed in the longitudinal direction of the vehicle restraint system.

Another aspect of the invention provides that an anchor plate is provided at the free end of an anchor post. Each bottom leg has a mounting plate. About the connection between the mounting plate and anchor plate, the bottom legs are fixed to the anchor post.

For use in the median strip area or between parallel running lanes, the vehicle restraint system is double or double-sided. In this case, the vehicle restraint system can be designed mirror-symmetrically to its central longitudinal plane. The bottom leg has a support leg at both ends. Also provided on the opposite end of the first support leg end of the bottom leg second support legs carries a lower longitudinal spar and an upper longitudinal spar. The lower longitudinal spar and the upper longitudinal spar are arranged one above the other at a vertical distance. In front of the lower longitudinal beam and the upper longitudinal beam in turn extends a continuous deformation profile, which connects the lower longitudinal spar and the upper longitudinal spar. Furthermore, before the deformation profile with vertical distance from each other a lower barrier rail of interconnected guard rails and an upper barrier rail of interconnected guard rails attached.

Preferably, the first support leg and the second support leg of a support unit are supported against each other.

Preferably, a profile rail is incorporated between the first support leg and the second support leg. This rail extends in the longitudinal direction of the vehicle restraint system. Preferably, the rail has a C-shaped Profile on. The C profile of the profile rail has a bridge with edges at the edges. The web is preferably aligned transversely between the first support leg and the second support leg. Each on a particular downward downward leg of the rail, a support leg is fixed.

Figur 1

ein erfindungsgemäßes Fahrzeugrückhaltesystem in einer perspektivischen Ansicht schräg von hinten;

Figur 2

das Fahrzeugrückhaltesystem gemäß der Figur 1 in einer Frontansicht;

Figur 3

einen Vertikalschnitt durch die Darstellung der Figur 2 entlang der Linie A-A;

Figur 4

in vergrößerter Darstellung den Ausschnitt Z der Figur 3;

Figur 5a) - e)

ein Deformationsprofil in verschiedenen Ansichten;

Figur 6

eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems in einer perspektivischen Ansicht schräg von hinten;

Figur 7

das Fahrzeugrückhaltesystem gemäß der Figur 6 in einer Frontansicht;

Figur 8

einen Vertikalschnitt durch die Darstellung der Figur 7 entlang der Linie A-A;

Figur 9

in vergrößerter Darstellung den Ausschnitt Z der Figur 8;

Figur 10

eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems in einer vertikalen Schnittdarstellung;

Figur 11

eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems in einer perspektivischen Ansicht schräg von hinten;

Figur 12

das Fahrzeugrückhaltesystem gemäß der Figur 11 in einer Frontansicht;

Figur 13

einen Vertikalschnitt durch die Darstellung der Figur 12 entlang der Linie A-A;

Figur 14

in vergrößerter Darstellung den Ausschnitt Z der Figur 13;

Figur 15

eine weitere Ausführungsform eines erfindungsgemäßen Fahrzeugrückhaltesystems in einer perspektivischen Ansicht;

Figur 16

das Fahrzeugrückhaltesystem gemäß der Figur 15 in einer Frontansicht;

Figur 17

einen Vertikalschnitt durch die Darstellung der Figur 16 entlang der Linie A-A und

Figur 18

in vergrößerter Darstellung den Ausschnitt Z der Figur 17.

The invention is described below with reference to exemplary embodiments illustrated in the drawings. Show it:

FIG. 1

an inventive vehicle restraint system in a perspective view obliquely from behind;

FIG. 2

the vehicle restraint system according to FIG. 1 in a front view;

FIG. 3

a vertical section through the representation of FIG. 2 along the line AA;

FIG. 4

in an enlarged view the detail Z of FIG. 3 ;

Figure 5a) - e)

a deformation profile in different views;

FIG. 6

a further embodiment of a vehicle restraint system according to the invention in a perspective view obliquely from behind;

FIG. 7

the vehicle restraint system according to FIG. 6 in a front view;

FIG. 8

a vertical section through the representation of FIG. 7 along the line AA;

FIG. 9

in an enlarged view the detail Z of FIG. 8 ;

FIG. 10

a further embodiment of a vehicle restraint system according to the invention in a vertical sectional view;

FIG. 11

a further embodiment of a vehicle restraint system according to the invention in a perspective view obliquely from behind;

FIG. 12

the vehicle restraint system according to FIG. 11 in a front view;

FIG. 13

a vertical section through the representation of FIG. 12 along the line AA;

FIG. 14

in an enlarged view the detail Z of FIG. 13 ;

FIG. 15

a further embodiment of a vehicle restraint system according to the invention in a perspective view;

FIG. 16

the vehicle restraint system according to FIG. 15 in a front view;

FIG. 17

a vertical section through the representation of FIG. 16 along the line AA and

FIG. 18

in an enlarged view the detail Z of FIG. 17 ,

In all figures, corresponding components or component components carry the same reference numerals.

Based on FIGS. 1 to 4 a first embodiment of a vehicle restraint system A is described.

The vehicle restraint system A is used along roadways FB. In particular, the vehicle restraint system A is suitable for high-speed lines such as motor vehicle test tracks.

The vehicle restraint system A has a plurality of bottom-side fixable anchor posts 1. The anchor posts 1 are arranged in series and formed of I-profiles, in particular of IPE profiles. The anchor posts 1 are rammed into the ground 2. At the free end 3 of each anchor post 1 is an anchor plate. 4 intended. On the anchor post 1 carrying units 5 are mounted. Each support unit 5 comprises a base leg 6 fastened to an anchor post 1. The bottom leg 6 is oriented substantially horizontally and arranged transversely to the carriageway FB. Bodenseitig the bottom leg 6, a mounting plate 7 is provided. The bottom legs 6 are fixed on the mounting plates 7 to the anchor plates 4 of the anchor post 1, in particular bolted via bolt connections 8. At the road-side end 9 of each bottom leg 6 is at right angles to this each an upward support leg 10 is provided. Bottom leg 6 and support legs 10 are made of C-profiles and are welded together in the corner joint 11.

On the road side on the support legs 10 is at a vertical distance a1 to each other a lower longitudinal spar 12 and an upper longitudinal spar 13 is arranged. The lower longitudinal spar 12 and the upper longitudinal spar 13 are each formed of interconnected box sections 14, 15. The box sections 14, 15 have a U-shaped cross section with a web 16 and two legs 17, 18. The legs 17, 18 are integrally formed inwardly directed flanges 19, 20 at. The webs 16 of the box sections 14, 15 are directed towards the roadway FB out. About connecting means 21, the box sections 14, 15 screwed under inclusion of tabs 22 with the support legs 10.

Before the lower longitudinal beam 12 and the upper longitudinal beam 13 deformation profiles 23 are arranged. The deformation profiles 23 are vertically aligned and extend from the lower longitudinal beam 12 to the upper longitudinal beam 13 and that from the lower edge 24 of the lower longitudinal spar 12 to the upper edge 25 of the upper longitudinal spar 13. The deformation profiles 23 consist of hollow bodies in the form of pipe sections (see also FIG. 5 ).

The deformation profiles 23 are the front side of the box sections 14, 15 of the lower longitudinal spar 12 and the upper longitudinal spar 13 is mounted. Road side of the deformation profiles 23 are a lower barrier rail 26 of interconnected guard rails 27 and a vertical distance a2 above an upper barrier rail 28 of interconnected guard rails 29 are mounted. The guardrails 27, 29 are the angular type Profil-B.

The guard rails 27, 29 are defined by incorporation of support brackets 30 to the deformation profiles 23 via screw connection means 31.

The lower longitudinal beam 12 and the lower guard rail 26 are arranged at the same height level H1. The upper longitudinal strut 13 and the upper guardrail strand 29 extend in parallel therewith. The upper longitudinal strut 13 and the upper guardrail strand 29 lie at the same height level H2. The vertical distances a1 and a2 correspond to each other.

Below the lower longitudinal beam 12, an underrun protection 32 is arranged. The underride guard 32 consists of wafers coupled together baffles 33, 34. The underrun protection 32 is attached via deformation elements 35 in the form of vertically oriented pipe sections and suspension brackets 36 on the support legs 10. For this purpose, the suspension bracket 36 parallel to the front side leg 37 of the support leg 10 oriented mounting portions 38. With the mounting portions 38, the hanger 36 are flat on the side leg 37 of the support leg 10 and are mounted by screw 39. From the mounting portion 38 of a hanger 36 extend toward the front of an upper cantilever arm 40 and a lower cantilever 41. A front portion 42 completes the hanger 36 to a closed profile. It can be seen that the lower cantilever 41, starting from the mounting section, extends obliquely downwards in the direction of the front section 42. The upper cantilever arm 40 has a rectilinear section 40 'and an inclined section 40 "running obliquely forward in the direction of the front section 42. The deformation elements 35 are in turn fixed on the front side via screw connections 43 on the front sections 42 of the suspension brackets 36. 34 suspended via screw 44 to the deformation elements 35.

The front sides of the upper guardrail strand 28 and the lower guardrail strand 26 and the underrun protection 32 extend in a vertical plane VE.

Between the carrying leg 10 of a support unit 5 and the bottom leg 6, a diagonal strut 45 is incorporated. This is supported on the one hand at the free end 46 of the bottom leg 6. At the support leg 10, the oblique strut 45 at the rear side legs 47 of the C-profile of the support leg 10 is fixed.

One recognizes in particular in the FIGS. 3 and 4 in that the carrying legs 10 and the bottom legs 6 are each stiffened by a reinforcing element 48, 49. The reinforcing elements 48, 49 are each a flat iron, which extends between the legs of a C-profile. Here, the reinforcing element 48 is arranged in the region of the free end 46 of the bottom leg 6. The reinforcing element 49 on the support leg 10 is welded in the central region of the support leg 10, specifically in the region between the lower longitudinal member 12 and the upper longitudinal member 13.

At the upper end 50 of the support legs 10 is further and that on the side facing away from the road 51, a reinforcing profile 52 is arranged in the form of a rail. The profile rail is formed from C-profiles, the C-profiles rest with their web 53 respectively on the support legs 10 and are mounted via screw connection means 54.

The FIGS. 6 to 9 show a further embodiment of a vehicle restraint system B.

The vehicle restraint system B is duplicated. The vehicle restraint system B, as described above, on the bottom side fixed anchor posts 1 and 5 carrying units. On the anchor post 1 a bottom leg 6 is determined in each case via anchor plates 4 and mounting plates 7. The bottom leg 6 has support legs 10, 10 'on both sides. At the first end 55 of the bottom leg 6, a first support leg 10 is welded. At the second support leg 10 opposite the second end 56 of the bottom leg 6, a second support leg 10 'is provided. Both the first support leg 10 and the second support leg 10 'are aligned approximately at right angles to the bottom leg 6. They extend parallel next to each other upwards and are supported against each other. For this purpose is between the first support legs 10 and the second support leg 10 'incorporated a rail 57. The rail 57 is formed from strand-shaped connected C-profiles. Here, the C-profiles are arranged so that their central web 58 is at the top, the opening side of the C-profile thus points downward. With the side legs 59, 60, the rail 57 is in each case on the first support leg 10 and the second support leg 10 'at.

The first support leg 10 and the second support leg 10 'wear, as described above, a lower longitudinal beam 12 and an upper longitudinal beam 13 and deformation profiles 23, which carry a lower guard rail 26 and an upper guard rail 28. Also fixed to the second support legs 10 'lower longitudinal spar 12 and the upper longitudinal spar 13 are formed from box sections 14, 15. The deformation profiles 23 are vertically aligned pipe sections. The deformation profiles 23 extend from the lower longitudinal spar 12 to the upper longitudinal spar 13 and connect them. Before the deformation profiles 23, the lower protective barrier strand 26 and the upper protective barrier strand 28 are fastened at a vertical distance a from each other.

In the double embodiment of the vehicle restraint system B, the lower longitudinal spar 12 and the lower guard rail string 26 are arranged on both sides, ie both on the first support leg 10 and on the second support leg 10 ', essentially at the same height level H1. Also, the upper longitudinal beam 13 and the upper guard rail 28 on both sides are substantially at the same height level H2. The front sides of the upper guardrail strand 28 and the lower guardrail strand 26 and the underrun protection 32 extend in a vertical plane VE.

That in the FIG. 10 illustrated vehicle restraint system C is similar to those described above. It is a double vehicle restraint system.

It can be seen that the bottom leg 6 of a support unit 5 is longer. Accordingly, the first support leg 10 and the second support leg 10 'with a greater horizontal distance h apart. The bottom leg 6 is mounted on two anchor posts 1. In each case between the bottom leg 6 and the Each of the upper ends 50 of the support legs 10, 10 'is the back of the respective support legs 10, 10' on the side facing away from the roadway, a reinforcing profile 52 in the first support leg 10 and the second support leg 10 ' Form a profile rail of C-profiles arranged.

Otherwise, the vehicle restraint system corresponds to those described above, so that a further explanation is omitted.

The FIGS. 11 to 14 show a vehicle restraint system D. The vehicle restraint system D corresponds to the vehicle restraint system A according to FIGS. 1 to 4 without underrun protection. For simplicity, reference is made to the comments on the vehicle restraint system A.

Finally, in the FIGS. 15 to 18 a vehicle restraint system E shown. The vehicle restraint system corresponds to the vehicle restraint system B as described with reference to FIG FIGS. 6 to 9 explained, so that reference can be made to the corresponding statements. In the vehicle restraint system E, unlike the vehicle restraint system B, no underride guard is provided.

Reference numerals:

1 -

anchor posts

2 -

ground

3 -

free end

4 -

anchor plate

5 -

support unit

6 -

bottom leg

7 -

mounting plate

8th -

screw bolt

9 -

roadside end

10 -

supporting leg

10 '-

supporting leg

11 -

corner connection

12 -

lower longitudinal spar

13 -

upper longitudinal spar

14 -

box section

15 -

box section

16 -

web

17 -

leg

18 -

leg

19 -

flange

20 -

flange

21 -

connecting means

22 -

flap

23 -

deformation profile

24 -

lower edge

25 -

top edge

26 -

A protective barrier

27 -

guardrail

28 -

A protective barrier

29 -

guardrail

30 -

support bracket

31 -

screw fastening

32 -

Underride protection

33 -

baffle

34 -

baffle

35 -

deformation element

36 -

Suspension bracket

37 -

side leg

38 -

mounting portion

39 -

screw

40 -

upper support arm

40 '-

straight line section

40 "-

oblique section

41 -

lower support arm

42 -

front section

43 -

screw

44 -

screw

45 -

diagonal strut

46 -

free end

47 -

side leg

48 -

reinforcing element

49 -

reinforcing element

50 -

top end

51 -

off-road side

52 -

reinforcement profile

53 -

web

54 -

screw fastening

55 -

first end

56 -

second end

57 -

rail

58 -

web

59 -

side leg

60 -

side leg

a1 -

distance

a2 -

distance

H -

horizontal distance

H1 -

height level

H2 -

height level

VE -

vertical plane

Claims (17)

1. Vehicle retention system for roadways (FB) which comprises anchor posts (1) and bearer units (5) which can be fixed on the ground side, wherein each bearer unit (5) has a ground leg (6) which can be attached to an anchor post (1) and a bearer leg (10,10') which is directed upwards from the ground leg (6), characterised in that on the roadway side a lower longitudinal beam (12) and an upper longitudinal beam (13) are arranged on the bearer legs (10, 10') with a vertical spacing (a1) between one another and deformation profiles (23) extending from the lower longitudinal beam (12) to the upper longitudinal beam (13) are arranged in front of the upper longitudinal beam (12) and the lower longitudinal beam (13) which deformation profiles bear a lower traffic barrier strand (26) formed of connected traffic barriers (27) and an upper traffic barrier strand (28) formed of connected traffic barriers (29).
2. Vehicle retention system according to claim 1, characterised in that the lower longitudinal beam (12) and the upper longitudinal beam (13) are formed from box profiles (14, 15).
3. Vehicle retention system according to claim 1 or 2, characterised in that an underride protection (32) made of connected guide plates (33, 34) is provided below the lower longitudinal beam (12).
4. Vehicle retention system according to claim 3, characterised in that the underride protection (32) is attached to the bearing legs (10) by means of deformation elements (35) and suspension brackets (36).
5. Vehicle retention system according to any one of claims 1 to 4, characterised in that a transverse strut (45) is integrated between the bearing leg (10, 10') and the ground leg (6).
6. Vehicle retention system according to at least one of claims 1 to 5, characterised in that the bearing leg (10, 10') and/or the ground leg (6) are formed of C profiles.
7. Vehicle retention system according to claim 6, characterised in that the C profiles of a bearing leg (10,10') and/or a ground leg (6) are braced by a reinforcing element (48, 49).
8. Vehicle retention system according to claim 7, characterised in that the reinforcing element (48, 49) is formed by a flat bar which extends between the legs of a C profile.
9. Vehicle retention system according to any one of claims 1 to 8, characterised in that the anchor posts (1) are formed of I profiles, in particular IPE profiles.
10. Vehicle retention system according to at least one of claims 1 to 9, characterised in that a reinforcing profile (52), in particular in the form of a profile rail, is arranged on the upper end (50) of the bearing leg (10, 10') on the roadway enclosed side (51).
11. Vehicle retention system according to at least one of claims 1 to 7, characterised in that supporting brackets (30) are respectively integrated between a traffic barrier (27, 29) and a deformation profile (23).
12. Vehicle retention system according to at least one of claims 1 to 11, characterised in that an anchor plate (4) is provided at the free end (3) of an anchor post (1) and each ground leg (6) has a mounting plate (7), wherein the ground leg (6) is attached to the anchor plate (4) of the anchor posts (1) by means of the mounting plate (7).
13. Vehicle retention system according to at least one of claims 1 to 12, characterised in that a second bearing leg (10') is provided at the end (56) of the ground leg (6) opposite the first bearing leg (10), wherein the second bearing leg (10') bears a lower longitudinal beam (12) and an upper longitudinal beam (13) and a deformation profile (23) is arranged in front of the lower longitudinal beam (12) and the lower longitudinal beam (13) which extends from the lower longitudinal beam (12) to the upper longitudinal beam (13) and connects these, and a lower traffic barrier strand (26) formed of connected traffic barriers (27) and an upper traffic barrier strand (28) formed of connected traffic barriers (29) are attached in front of the deformation profile (23) with a vertical spacing (a2) between one another.
14. Vehicle retention system according to claim 13, characterised in that the first bearing leg (10) and the second bearing leg (10') are supported against each other.
15. Vehicle retention system according to claim 13 or 14, characterised in that a profile rail (57) is integrated between the first bearing leg (10) and the second bearing leg (10').
16. Vehicle retention system according to at least one of claims 1 to 15, characterised in that the lower longitudinal beam (12) and the lower traffic barrier strand (26) are substantially at the same height level (H1) and the upper longitudinal beam (13) and the upper traffic barrier strand (28) are substantially at the same height level (H2).
17. Vehicle retention system according to at least one of claims 1 to 16, characterised in that the deformation profiles (23) are formed of vertically arranged hollow bodies, in particular round hollow bodies.

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