RS56775B1 - Vehicle retention system - Google Patents

Description

Description

[0001] The invention relates to a vehicle retention system that has a plurality of vertical pillars, and spacers that are each attached to the pillars, and has at least one guide rail attached to the spacers, and having at least one transverse support that is attached at its first end in the area of the spacer of the first pillar and at its other end, which is located lower than the first end of the support, attached to the second pillar that is in the sequence of the first pillar.

[0002] Among vehicle restraint systems having guide rails, it is known (from DE20018270U1 and from US3417965A1) to provide a plurality of transverse supports which are mechanically connected to successive posts parallel to the guide rail in order to mechanically strengthen the guide rails which are attached to the posts via spacers.

For example, US3417965A1 proposes to fasten the first end of the cross brace to the spacer of one column and to fasten the second end of the cross brace to the next column, namely at the base of said column. The second end of the strut is thus located lower than the first end of the strut. Although a higher level of retention can be achieved thanks to this mechanical strengthening of the pillars and spacers, such systems can still lead to unfavorable behavior of the guide rail in the event of an impact with a relatively heavy load, i.e. when the said rail separates from the spacers after they have been reinforced, which can lead to a greater operating range of the vehicle retention system.

[0003] EP 1213391 A2 describes a vehicle restraint system according to the preamble of claim 1.

[0004] Therefore, the problem that was the object of the invention was to modify the form of the vehicle restraint system of the type described above, so that despite the high levels of restraint, a small and effective range of vehicle restraint system is ensured.

[0005] The invention solves the mentioned problem by placing a plurality of transverse supports next to each other along the rail of the guide and attached to the pillars and following the triangular shape on the guide, with a corresponding guide attached to the spacers on both sides of the pillar, and thereby obtaining a second triangular form of transverse supports parallel to the course of the first triangular forms of the transverse supports, whereby the transverse supports of the first triangular form are attached attached to the columns and to the first guide rail, and the cross supports of the second triangular shape are attached to the columns and to the second guide rail.

[0006] If the first end of the cross brace is attached to the guide rail, the connection between the guide and the column can be maintained even in the event of an impact that separates the guide from the spacer. In this way, bending of the guide rail can always be suppressed, because in this way even the guide rail that has separated from the spacer can be kept in a standing position via the transverse support. Thus, unlike the prior art, the operating range of the vehicle restraint system can remain small even at high levels of restraint. In principle, it is noted that it is desirable that the first end of the cross brace can be attached to the rear side of the guide rail. It is generally noted that the cross brace can be a flat steel plate or a steel cable, where a flat steel plate can facilitate assembly due to easier connection.

The mechanical stiffness of the vehicle restraint system can be further increased if a plurality of cross braces, which follow each other along the guide rail, and are attached to the posts and to the guide rail, follow the course of triangular shapes. Based on this triangular form, a second tension belt can be provided on the transverse supports parallel to the first tension belt of the guide rail or guides, the latter being separated by the longitudinal forces of the first tension belt, directly into the columns. In addition, the course of the triangular form on the transverse struts can be used for an excellent longitudinal distribution of forces during impact.

A cross brace according to the present invention can also be used in a vehicle restraint system with a double-sided guide rail, if on both sides of the pillar a corresponding guide rail is attached to its spacer. In general, the spacer can be formed in an integral or multi-part manner, e.g. with one distance piece and a corner piece between the spacer and the guide or guides. Both guide rails are preferably attached parallel to the spacer. To this end, a second course of triangular shaped transverse supports is provided, parallel to the first triangular course of transverse supports, whereby the transverse columns of the first triangular course are attached to the columns and to the guide rail, and the cross supports of the second triangular shape are attached to the columns and to the second guide rail.

[0007] The structural simplicity of the cross braces can be achieved by the fact that the cross brace is attached to the guide rail and/or to another pillar with a means of attachment. For this purpose, at least one, and in particular detachable, screw can be distinguished separately as a means of attachment.

[0008] If the cross brace has at least one elongated opening through which the fastening means are attached, then in connecting the cross brace with the columns and/or the guide rail, it is possible to provide a linear bearing and thus ensure the mobility of the parts in relation to each other. For example, in the event of an impact, the linear bearing can enable the mechanical action to separate the transverse supports in time intervals, which initially for a small working width can allow increased flexibility and thus increase the load absorbing capacity of the vehicle restraint system. Therefore, despite the vehicle restraint system being reinforced with transverse struts, a suitable level of resistance to the weight of the impact can be achieved even for light loads or smaller vehicles.

[0009] In the final positioning of the linear bearing, the available mechanical strength is increased so that even heavy loads or vehicles can be safely rejected and thus ensure a high level of retention.

[0010] In order to enable the elongation of the cross brace, in the event of an impact, that is, a collision, it can be ensured that the cross brace has an inclined end at its other end. Depending on the angle of inclination, the behavior of the vehicle restraint system in the event of a collision can be influenced or the system can be adjusted to the loads to be restrained. In addition, an inclined part such as a flange can facilitate the installation of a cross brace.

[0011] Simplicity of installation of the transverse support can be achieved when the second, lower end is attached to the side of the pillar that faces the guide rail with the first transverse support and is attached there, thus facilitating access.

[0012] If the area of attachment of the cross brace to the guide rail is placed above the area of attachment of the spacer to the guide, the guide rail can be maintained in the leading position with the help of the cross brace which is in relation to said spacer even when the connection with the spacer is released. Therefore, the stability of the vehicle restraint system can be improved even in the event of a heavy load impact.

[0013] The installation of the vehicle restraint system can be further facilitated if the fastening means comprises a longitudinal flat plate connecting the two ends of the struts of successive transverse struts attached to the guide rail. Moreover, the distribution of forces to adjacent cross braces can be distributed across the slab. As a result, not only the connection to the guide rail can be improved, but also the absorption and distribution of the energy caused by the collision. In addition, the fastening means will essentially exclusively fasten bidirectionally to said plate. Their twisting can be prevented by pressing the guide rail and the plate on both sides. In this way, a particularly stable connection of the transverse supports with the guide rail is ensured.

[0014] If one fastening means fastens the two other ends of the consecutive transverse struts to the column, the construction material and effort for the construction of the vehicle restraint system can be further reduced. For easier handling, a different screw connection is possible. In addition, the transfer of forces from cross brace to cross brace can be improved.

[0015] The installation of transverse supports can be further facilitated when two triangular forms pass through the guide rails in opposite directions, and especially against the column.

[0016] If the post is attached to the spacer by at least one means of fastening, so that it passes through elongated openings formed in each post and spacer, said elongated openings that are inclined relative to each other, the permitted movement between the post and the spacer can be limited. Such movement can be ensured in the event of a collision by which the guide rail rises, e.g. in order to avoid the movement of the vehicle over the guide rail. Such movement can be further limited by creating mobility between the rail and the spacer, which is limited by a stop, i.e. a limit on the spacer. The overall mobility may preferably correspond to the length of the elongated opening.

[0017] If the column has the shape of an open profile, then it can be suitable that the corresponding triangular form of transverse supports is attached to that side of the column that faces the guide rail, with other triangular forms that are attached. Correspondingly, the second stream of triangular shapes can thus cover the profile opening of the pillar, which is opposite to the line of the vehicle's direction of movement. In this way, the vehicle retention system according to the invention can be particularly safe.

[0018] The subject invention is shown in more detail based on one embodiment shown in the drawings, wherein: Figure 1 shows a rear view of the vehicle restraint system;

Figure 2 shows an enlarged partial view of Figure 1;

Figure 3 shows a top view of the vehicle restraint system shown in accordance with Figure 1;

Fig. 4 shows an exploded side view of the column of the vehicle restraint system shown in Fig. 1;

Figure 5 shows a top view of a vehicle restraint system according to another embodiment;

Figure 6 shows a cross-section along line V-V in Figure 5 i

Figure 7 shows an exploded side view of the column of the vehicle restraint system shown in accordance with Figure 5.

[0019] The vehicle retention system 1 is shown in accordance with figures 1 to 4, which essentially includes pillars 2, 3, 4 that are attached to the ground, spacers 5, 6, 7, a guide rail 8 and transverse supports 9 for the mechanical reinforcement of the vehicle retention system 1. The spacers 5, 6, 7 are attached to the respective pillars 2, 3, 4, wherein the said spacers 5, 6, 7 are also attached by the rail guide 8 and support the said rail, as shown, for example, in Fig. 4 pillar 2.

It is generally noted here that the spacer 5, 6, 7 is understood in general terms. The same can certainly be formed in several ways, as shown as a variant in the example.

In addition, the part of the vehicle restraint system shown in accordance with Figure 1 shows transverse supports 9, which are each attached at their first ends 10 in the region of the spacer 5 of the first pillar 2. In addition, said transverse supports 9 are attached at their second end 11, which is located lower than the first end 10 of the support, to the second pillar 3 or 4 that follows the first pillar 2.

[0020] In order to safely prevent the forced movement of the guide 8 as a result of mechanical strength, it is intended that the first ends 10 of the transverse support 9 are attached to the guide rail 8, as shown in detail in Figure 2. For this purpose, the ends of the support 10 extend on the longitudinal side of the guide 8 facing the pillars 2, 3, 4 or the inner side of the rail. 8. The supports 9 not only fulfill the mechanical stiffening of the vehicle restraint system 1, but also the function of fixing the guide 8 parallel to the spacers 5, 6, 7. Unlike the prior art, the safety of the guide rail 8 is ensured even in the event of a collision with a high force. In this way, a high level of retention is maintained.

[0021] The mounting of the vehicle restraint system 1 can be done in a very simple way by using detachable screw connections 12, 13 as means of attachment 14, transverse supports 9, on the guide rail 8 and on the second pillar 3 and 4. As means of attachment 14, curved links or other means of connection can also be taken into consideration, which is not shown in detail.

[0022] A specific degree of mobility, during a collision, is allowed in accordance with this invention for the transverse struts 9, wherein the transverse strut 9 includes an elongated opening 15, through which the means of attachment 14 is placed. The guide 8 can thus take on the energy of deformation without the effect of stiffening the transverse struts 9 and thus acts in a damping manner, at the beginning, and in the sphere of force action. This is advantageous in the case of a small number of collisions. In the case of installing a linear bearing, this stop is achieved by the fact that the elongated hole 15 blocks the thread of the screw connection 12 in the movement of the connection, and therefore the mechanical reinforcement for the transverse supports 9 from it acts entirely on the guide rail 8, so that even heavy impact loads are limited by the vehicle restraint system 1.

[0023] As shown in Figures 1 to 4, the transverse supports 9 consist of flat steel bars, which is more convenient to handle than steel cables. Steel cables or other flexible fastening elements can also obviously be considered as alternative elements.

[0024] Further, the transverse support 9 includes a circumferential flange area 16 at the end 11 facing the column 3 or 4, which has a fastening means 14. The area 16 of the beveled flange cushions the oblique progression from the guide rail 8 to the column 3 or 4, which facilitates the mounting of the transverse support 9. In addition, the angular inclined area of the flange 16 allows the expansion of the specific transverse of the strut 9 by bending backwards in the longitudinal axis of the transverse strut 9. The transverse struts 9 can thereby additionally influence the behavior of the vehicle restraint system 1 in the event of a collision.

[0025] The placement of the transverse supports 9 can be further facilitated when the corresponding and other, lower end 11 is curved to the vertical side 17 of the column 3 or 4 facing away from the guide 8, as shown in Figure 1. Furthermore, such fastening of the transverse supports leads to a tension belt with the joints of the column 2, 3, 4 and the guide rail 8.

[0026] In Figure 4 it is shown in particular that the guide rail 8 is attached to resist lifting from the spacers 5, 6, 7, whereby the attachment area 18 of the transverse support 9 on the guide rail 8 is located above the area 19 of the attachment of the spacer 5 on the guide rail 8. Even in the case of loosening the connection between the spacer 5 and the guide rail 8, the transverse the support 9 can have an effect on the guide rail that pulls in the direction of the pillar 2. In this way, a particularly stable system for retaining the vehicle 1 is provided. As further shown in Figure 4, the spacer 5 is attached to the guide rail 8 via a screw connection 23.

[0027] As particularly shown in Figure 1, several transverse supports 9 attached to the pillars 3, 4 and the guide rail 8 follow successively, according to the invention, along the guide rail towards the third form 20, in order to provide high mechanical strength. This can be recognized in a more concrete execution of help in vertical zigzag progressions along the guide rail.

[0028] The mechanically reinforced connection of two consecutive transverse struts 9 with the guide rail 8 is improved by the longitudinal plate 21 connecting the two ends 10 of the transverse struts 9.

[0029] The installation effort is significantly reduced by the use of a screw connection 13 as a fastening means 14, in order to fasten the two ends 11 of the consecutive transverse struts 9 to the columns 2, 3, 4. It is generally noted that the end of the struts 11 or the corner flange areas 16 of the transverse struts 9, 90 each contain one or more elongated openings 136, in order to further facilitate the placement of the transverse supports, which is especially shown in Figure 2.

[0030] As further shown in Figures 1 and 3, a second triangular form 22 of transverse supports 90 is provided in parallel with the first triangular form 20 of transverse supports 9. Said transverse supports 90 are formed in terms of their execution-application similar to transverse supports 9 and also consist in the design of two ends 10, 11, flange 16, elongated opening. 15, etc.

Transverse struts 9, 90 and both triangles 20, 22 are attached in an alternative way either to posts 2, 3 or 4, or to the guide rail 8 in the area of spacers 5, 6 or 7 of said post 2, 3 or 4. Transverse struts 9, 90 of the two triangles 20, 22 are therefore replaced by pressing along the guide rail - which means that is diametrically opposed fastening, which ensures a symmetrical configuration of the vehicle restraint system. In addition, the cross braces 9, 90 of the two triangles 20, 22 pass between the posts 3, 2 or 2, 4 in an alternating manner, as shown in Figures 1 and 3. This means that in terms of crossing the cross brace 9, the circle 20 and the cross support 90 of the direction of the triangle form 22 are alternately arranged closer to the guide rail 8. Shortcuts 9, 90 thus mutually support each other, take the energy of deformation and in this way ensure a high retention class.

[0031] Next, the vehicle restraint system 100 according to one embodiment of the present invention is illustrated in Figures 5 to 7 , and it is formed with respect to the transverse struts similarly to the vehicle restraint system 1 as described above. The most important difference is the double formation with the guide rails 8, 108. For clarity of illustration, all reference numerals identical to the elements of the vehicle restraint system 1 apply to the vehicle restraint system 100. This is the case, for example, with respect to the columns with reference numerals 2, 3, 4, guide rails 8, cross braces 9, 90, etc.

[0032] As shown in Figure 5, the spacers 105, 106, 107 are each supported in the vehicle restraint system 100 by posts 2, 3, 4 which are fixed to the ground. For this purpose, fastening means 14, i.e. screw connections 124, are provided between the spacers 105, 106, 107 and the posts 2, 3, 4. The spacers 105, 106, 107 are formed in two parts, as shown in more detail in Figures 6 and 7, each consisting of a spacer part 125 and two mounting brackets 126. Part 125, which has the so-called The "Sigma" profile is connected to the corresponding column 2, 3, 4, whereby two mounting holders 126 are joined to the aforementioned part 125 of the spacer, to which the corresponding rod 9, 90 is attached with the help of detachable screw connections 23.

In addition, several transverse struts 9, 90 are provided for mechanically reinforcing the vehicle restraint system 100. The transverse struts 9, 90 shown in Figure 5 are respectively fixed at their first end 10 in the area of the spacers 105, 106 or 107 of the first column 2, 3 or 4. In addition, said transverse struts 9, 90 are attached at their second end 11, which is lower than the first end 10, to the second column 3, 4 or 2 that follows the first column 2 or 3, 4.

[0033] Repeated transverse supports 9, 90 which are attached to the pillars 2, 3, 4 and guides 8, 108 which follow successively and therefore form parallel triangles of form 20, 122 along the guide rail 8, 108 - similar to the vehicle restraint system 1. Transverse supports 9 of the triangle form 20 are attached in the corresponding ends 10 to the guide 8, whereby the transverse supports 90 of the triangle form 122 are attached with their corresponding first ends 10 to the guide 108 one direction of the triangle 20, 122 and as a result each is connected for the special attachment of one of the two rails of the guide 8, 108.

In addition, the two triangles 20, 122 increase the displacement of the pillars 2, 3 along the guide rails 8, 108, which is shown in Figure 5. As a result, only one of the triangular forms 20, 122 per pillar 2, 3, 4 abuts with the guide rail 8, 108, while the other direction of the triangular forms 122 or 20 is attached to the pillar itself.

[0034] The fastening of the transverse supports 9, 90 to the guide rails 8, 108 is accomplished identically with the vehicle retention system 1 via the longitudinal plate 21 for adjustment and connection means 14, which can be separated from the screw connections 13. Elongated openings 15 are also provided in the ends 10 of the transverse supports 9, 90, which is not shown in detail. As a result, the vehicle restraint system 100 also benefits from the same advantages as already discussed above with respect to the vehicle restraint system 1 .

As shown in Figure 7, the spacers 105, 106, 107 contain a corresponding mesh 127 on their corresponding part 125 of the spacer and the adjacent bottom of the flange 128. A recess 129 is introduced into the said flange 128, through which the corresponding columns 2, 3, 4 protrude, i.e. with a movable connection 132. moreover, the means for fastening 14 of the respective posts 2, 3, 4 with the respective spacers 105, 106, 107 are connected through two elongated openings 130 and 131 which extend inclined towards each other. Therefore, the guide rail 8 can be raised in a limited way, during the collision, assisting in the tilting movement of the spacers 105, 106, 107, wherein the tilting position from the mentioned tilting movement is shown in Figure 7 with a broken line. This prevents even a relatively tall vehicle from going over the guide rail 8 in the event of a collision. Moreover, this movement between the pillars 2, 3, 4 and the spacers 105, 106, 107 is limited by the stop 133 on the spacer 105, 106, 107. As shown in Figure 7, the entire movable part 132 corresponds to the elongated length of the horizontally elongated opening. 130.

[0036] Figure 5 further shows that the column 2, 3, 4 has the shape of an open profile. In order to prevent endangering the traffic participants with this open profile, it is foreseen that the corresponding triangle form 20, 122 of the transverse supports 9, 90 is attached to the upright side of the pillar 2, 3, 4 which faces the guide rail 108, 8 with another triangle 122, 20 which is attached there. The other direction of the triangle form 122 also corresponds, 20 thus bends over the column which is open in its profile in the direction of travel 134 or 135 and thus protects the vehicle from jamming in the event of a collision.

Claims (11)

Patent claims 1.<Vehicle restraint system with a plurality of posts (2, 3, 4), and with a plurality of spacers (105, 106, 107) which are> each attached to a post (2, 3, 4), having at least one guide rail (8, 108) attached to the spacers (105, 106, 107), with at least one cross brace (9 or 90), which is on to its first end (10) of the strut, in the region of the spacer (105 or 106, 107), the first column (2, 3, 4) and at its second end (11) of the strut, which is located lower than the first end (10) of the strut, attached to the second column (3, 4, 2), next to the first column (3, 4, 2), the first supporting end (10) of the transverse strut (9 or 90) attached to the guide rail (8, 108), indicated by the fact that a plurality of transverse supports (9, 90) follow each other along the guide rail and attached to the pillars (2, 3, 4) and to the guide rail (8, 108) follow a triangular shape (20, 122), with one guide rail (108) on both sides of the pillars (2, 3, 4), each attached to its spacer (105, 106, 107), and parallel to the first triangular form (20) of the transverse support (9) is provided the second triangular form (122) of the transverse support (90), wherein the transverse supports (9) of the first triangular form (20) are attached to the pillars (2, 3, 4) and the first guide rail (8) and the end of the transverse support (90) of the second triangular form (122) mounted on poles (2, 3, 4) and the second guide rail (108) 2.<Vehicle restraint system according to patent claim 1, characterized in that the transverse supports (9, 90)> are attached to the guide rail (8, 108) and/or to the second pillar (2, 3, 4) by means of fastening (14), especially by at least one screw connection (12, 13). 3. Vehicle retention system according to claim 2, characterized in that the transverse support (9, 90) along its length has an elongated slotted opening (15), through which the fastening means (14) passes. 4. <Vehicle restraint system according to any one of claims 1, 2 or 3, characterized in that> a transverse strut (9, 90), at the other end (11) of the strut, with an inclined flange region. 5. <Vehicle restraint system according to any one of claims 1 to 4, characterized in that the second>lower end (11) of the strut is attached to the side of the post (2, 3, 4), which faces the opposite side of the guide rail (8, 108), with the first end (10) of the cross brace attached thereto. 6. <Vehicle restraint system according to any one of claims 1 to 5, characterized in that the attachment region (18) of the transverse strut (9, 90) on the guide rail (8, 108) is located higher than the attachment region (19) of the spacer (105, 106, 107) on the guide rail (8, 108). 7. <Vehicle restraint system according to any one of claims 1 to 6, characterized in that the fastening means (14) have an elongated plate washer (21) connecting two supporting ends (19) of successive transverse struts (9, 90) attached to the guide rail (8, 108). 8.<Vehicle retention system according to any of claims 1 to 7, characterized in that the means> for fastening (14), and in particular the screw connection (13), fastens two other ends (11) of successive transverse supports (9, 90) to the rail guide (8, 108). 9.<Vehicle restraint system according to any one of claims 1 to 8, characterized in that two>triangular forms (20, 122) are placed along the guide rail (8, 108) in opposite directions, i.e. opposite to the column (2, 3, 4). 10. <Vehicle restraint system according to any one of claims 1 to 9, characterized in that the column> (2, 3, 4) is attached to the spacer (105, 106, 107) by means of at least one fastening means (14) passing through slits (130, 131) formed in each column (2, 3, 4) and the spacer (105, 106, 107) which said openings, which are cut there, are inclined towards each other, whereby mobility is ensured between the pillars (2, 3, 4) and the spacers (105, 106, 107), and said mobility is limited by the limiter (133) on the spacer (105, 106, 107). 11.<Vehicle restraint system according to any one of claims 1 to 10, characterized in that the column (2,>3,4) has an open profile shape, wherein the respective triangular shape (20,122) of the transverse columns (9,90) is located on that side of the column (2,3,4) which faces the guide rail (108,8) with another triangular shape (122, 20) attached there.