RS56842B1 - Vehicle retention system - Google Patents

Description

Description

(0001) The invention relates to a multi-post vehicle restraint system, with a plurality of spacers attached to one post, with at least one guide rail attached to the spacers, with at least one crossbar located at a first end in the spacer segment of the first post and at a second end located across from the first end, below, attached to a second post following the first and with fastening means securing the crossbar to the guide rail and to the second pillar.

(0002) It is known (EP1213391A1) in the vehicle retention system with guide rails, that for the mechanical stiffening of the guide rails, which are attached to the posts via spacers, several crossbars must be provided, which mechanically connect the posts to each other parallel to the guide rail. For this, EP1213391A1 further suggests that the first end of the crossbar in the spacer segment be attached to the guide rail and the second end of the crossbar to the next post - and that at the base of the post. Thus, the second end of the crossbar will be lower than the first end of the crossbar. Although, with such mechanical stiffening on the vehicle restraint system, a higher class of restraint can be achieved, however, these mechanically stiff systems have a negative effect on the occupants of the vehicle. Therefore, such systems in terms of impact severity can no longer meet the latest requirements regarding the safety of vehicle occupants in the event of an impact.

(0003) Therefore, the task of the invention is to modify the vehicle restraint system of the described type in terms of construction, so that despite the high class of restraint of the vehicle restraint system, a minimum impact force is provided for a high degree of safety of the occupants of the vehicle in the event of an impact.

(0004) The invention solves the task by having several crossbars one after the other, along the guide rail, attached to the posts and the guide rail, follow the shape of a triangle and that at least one crossbar has at least one longitudinal opening through which the fastening means protrudes, so that in the event of an impact with the crossbar, the guided and limited mobility of the crossbar towards the guide rail and/or towards the post can act, temporally and mechanically stiffened.

(0005) The mechanical stiffness of the vehicle restraint system and thus the restraint class can be increased along the guide rail, the crossbars, one after the other, attached to the posts and the guide rail, can follow the shape of a triangle. By means of this triangle shape, a second traction strip on the crossbar can be made available, parallel to the first traction strip of the guide rail, whereby the latter can conduct the longitudinal forces of the first traction strip directly into the posts. In addition, the triangular shape on the crossbars can be used for an outstanding longitudinal distribution of impact forces.

In order to ensure a high level of retention and minimal impact force in accordance with the invention for a high degree of safety for the passengers in the vehicle, the invention further proposes that at least one crossbar has at least one longitudinal opening, through which a means of fastening protrudes, so that in the event of an impact with the crossbar, the guided and limited mobility of the crossbar towards the guide rail and/or towards the pillar can act, temporally and mechanically stiffened. Thus, by tying the crossbar to the pole and/or to the guide rail, it is possible to enable guided movement of the parts among themselves. For example, in the event of an impact, the bar can act temporally and mechanically, which allows, first of all, increased flexibility and thus increased absorbing load of the vehicle restraint system. Despite the vehicle restraint system, which is stiffened with crossbars, with light loads or vehicles can provide an advantage in terms of impact strength. In the end position of the connection, which can be made as a linear bearing, increased mechanical stiffness is available via the crossbar or. traction straps on the crossbar, so that even heavy loads or vehicles diverted safely or to ensure a high retention class. The vehicle restraint system according to the invention through crossbars can not only create a high class of restraint, but also an advantage in terms of impact strength. Therefore, according to the invention, the newer requirements regarding the safety of vehicle occupants in the event of an impact can be met.

(0006) In general, it should be mentioned that primarily the first end of the crossbar can be attached to the back of the guide rail.

In addition, it is generally noted that the crossbar can be made of flat steel or steel rope, whereby flat steel can facilitate installation due to a simpler connection.

Furthermore, in general, it should be mentioned that screw connections, thread connections or other, for example connecting means with a suitable shape, come into consideration as fastening means.

(0007) If the crossbars at both ends have longitudinal openings through which the fixing means protrude, then a time delay in the effect of the mechanical stiffening of the crossbars or to increase at the drawbar from the crossbar. In addition, by providing longitudinal openings on both sides, the effect of the crossbars from the impact angle can be guaranteed more independently, which increases the stability of the vehicle restraint system. In addition, this makes it easier to install the crossbars.

(0008) Simplicity of construction can be achieved in crossbars, if the crossbar has a longitudinal opening. In addition, during assembly, they can be adjusted along the crossbars and the longitudinal openings made in them, which can significantly reduce the assembly time.

(0009) If the crossbar attachment segment on the guide rail is larger than the spacer holder attachment segment on the guide rail, then the guide rail can remain even with an unfastened connection to the spacer holder above the crossbar in relation to the spacer holder. This, among other things, can improve the stability of the vehicle restraint system even in the event of a heavy load impact.

(010) Furthermore, the installation of the vehicle restraint system can be facilitated if the fastening means have a longitudinal insert plate connecting the two ends of the crossbar to each other and the crossbar attached to the guide rail. In addition, the force can be distributed on the boundary bars above the insert plate. This improves not only the joint on the guide rail, but also the reception and dissipation of energy caused by impact. In addition, by means of this insert plate, the fastening means can generally be loaded exclusively in two sections. By turning them, the two-sided tightening of the guide rail and the insert plate can be prevented. In this way, a particularly stable connection of the crossbars with the guide rail can be ensured.

(0011) If the fastening means fastens the two crossbars to the post one after the other, then it can continue to reduce the cost of materials and assembly of the vehicle restraint system. In addition, this improves the transmission of force from one crossbar to another.

(0012) The structural relations can be simplified if the fastening means has at least one screw connection. Here, at least one screw connection, especially one that can be loosened, as a means of fastening, to further facilitate handling, may be advantageous.

(0013) In order to allow the extension of the crossbar in the event of an impact, it can be envisaged that the crossbar at the other end has a connected flange segment. Depending on the angle of the connection, the behavior of the vehicle restraint system in the event of an impact can be affected, or to be adjusted with retained loads. In addition, the jointed flange segment can facilitate the mounting of the crossbar.

(0014) Facilitation during mounting of the crossbar is achieved if the second, lower end of the crossbar is attached to the side of the post facing away from the first end of the crossbar, thereby allowing easier access.

(0015) The mechanical stiffness of the vehicle restraint system can be increased in an easy way in terms of construction, if a second triangle shape of the crossbar is provided parallel to the first crossbar triangle shape.

(0016) Both crossbars in different positions can be attached in a simple way to the vehicle restraint system, if the crossbars of both positions are attached to the post as an alternative, or to the guide rail in the spacer segment of this post. Thus, each post from both positions is attached to the crossbars, on the one hand indirectly, through the spacer holder with the crossbars of one position, and on the other side directly attached to the crossbars from the other position.

(0017) If the crossbars of both positions between the pillars overlap, then the crossbars can support each other in the event of an impact and thereby enable a high retention class. Crossing the crossbars as an alternative can be a particular advantage.

(0018) The crossbar according to the invention can also be used with a vehicle retention system with a double guide rail, if one guide rail is attached to the gap holder on both sides of the column. In general, it should be mentioned that the distance holder can be made of one or more parts, for example with the distance rope and part of the angle between one part of the distance and the guide rail or. guide rail. Both guide rails are attached parallel to the spacer holder. For this, the crossbars of the first triangular position are attached to the columns and the first guide rail, and the crossbars of the second triangular position are attached to the columns and the second guide rail.

(0019) The mounting of the crossbars can be further facilitated if both triangular positions pass equally, especially around the column, along the guide rails.

(0020) If the post is attached to the spacer holder by at least one fastening means, which includes longitudinal openings in the post and the spacer holder which are inclined towards each other, then limited movement is allowed between the post and the spacer holder. Such mobility in the event of an impact can ensure the placement of the guide rail, to prevent the guide rail from being stepped on. In addition, this mobility can be limited, by providing a maneuvering space between the column and the distance holder, limited by the limiter and the distance holder. The entire maneuvering space can correspond to the length of the longitudinal opening.

(0021) If the post has an open profile form, then it can be advantageous to attach the corresponding triangular position of the crossbar to the side of the post that faces the guide rail with the second attached position. The second triangular position can cover the profile opening of the pillar that is opposite to the direction of travel. The vehicle restraint system according to the invention can thereby be particularly safe.

(0022) The figures show, by way of example, the subject of the invention using several variants of implementation. The following pictures show

Figure 1. View of the vehicle restraint system from behind according to the first example of execution,

Figure 2. Enlarged view of part of Figure 1,

Figure 3. top view of the vehicle restraint system shown in Figure 1,

Figure 4. enlarged view from the side of the pillar of the vehicle restraint system shown in Figure 1,

Figure 5. view from above of the vehicle retention system according to the second example of execution,

Figure 6. section according to V-V of Figure 5. i

Figure 7. Enlarged side view of the column of the vehicle restraint system shown in Figure 5.

(0023) In accordance with Figures 1 to 4, the vehicle restraint system 1 according to the first embodiment is shown, the column 2,3,4 attached to the floor, the spacer holder 5,6,7, the guide rail 8 and the crossbars 9 for the mechanical stiffening of the vehicle restraint system 1. The spacer holders 5,6,7 are attached to the column 2,3,4, the spacer holder 5,6,7 is attached to the rail guide 8 and supports it, if, for example, it can be seen in Figure 4 by means of column 2. At this point it should be mentioned that the spacer holder 5,6,7 is understood in general - it can be made of several parts, as the variant shown in the second example of execution. Furthermore, the part shown in Figure 1 of the vehicle restraint system shows crossbars 9 which are attached to the first end 10 of the gap holder segment 5 of the first column 2. In addition, these crossbars 9 are at the second end of the crossbar 11, which is lower than the first end of the crossbar, attached to the second column 3 or 4 which follows after the first pillar. In general, it should be mentioned that it can be advantageous if the first end of the crossbar 10 of the respective crossbar 9 is attached near the post 3 or 4 near the floor. Thus, the column can be protected from being overloaded by the mechanical load of crossbars 9 or traction straps from crossbars 9.

(0024) In order to avoid slippage movements of the guide rail 8 on the basis of this mechanical stiffening, it is intended that the first ends of the crossbar 10 of the crossbar 9 are attached to the guide rail 8, as seen in Figure 2 in detail. For this, the ends of the crossbar 10 extend towards the longitudinal side of the guide rail 8 facing the posts 2, 3, 4, respectively. on the inner side of the guide rail 8. Thus, the crossbars 9 fulfill not only the mechanical stiffening of the vehicle retention system 1, but also the function of attaching the guide rail 8, which are parallel to the spacer holders 5,6,7. contrary to the state of the art, a safe guidance of the guide rail 8 is ensured, at a high impact load. Such a retention class can remain secured. By applying screw connections that can be unscrewed, 12,13, as means of fastening 14 of crossbars 9 on the guide rail 8 and on the second pillar 3 or. 4, the installation of the vehicle restraint system 1 can be greatly facilitated.

(0025) As can be seen in particular in figure 1, according to the invention, several crossbars 9 pass one after the other, attached to the posts 3,4 and the guide rail 8, along the guide rail, in the form of a triangle 20, to ensure a high degree of mechanical stiffness. In the execution example, this is particularly noticeable in the vertical zigzag position along the guide rail. This leads to the traction strip from the crossbar 9 next to the guide rail 8 or. guide rail strips parallel to mechanical stiffening.

Furthermore, in accordance with the invention, a certain mobility is allowed on the crossbars 9 in the event of an impact, so that the crossbars 9 each have one longitudinal opening 15, through which the fastening means protrudes. Thus, the guide rail 8 without the stiffening effect of the crossbar 9 can receive deformed energy and acts softer in that segment. This is an advantage with light impact loads, as it puts less strain on passengers in lighter vehicles. If this connection in the form of a linear bearing meets the stop, so that the longitudinal opening 15 blocks the screw 12 in motion, then the mechanical stiffening acts via the crossbar 9 or created by the traction belt on the guide rail 8, so that even heavy impact loads from the vehicle restraint system 1 can be retained. Crossbars 9 or. the traction belt therefore acts mechanically with a time delay towards the guide rail 8 or. according to the strip of the guide rail. In addition, all crossbars 9 have longitudinal openings 15, so that the effect with a time delay can be easily dimensioned. The vehicle restraint system according to the invention 1 is therefore able to meet, in terms of impact severity, the newer requirements regarding the safety of vehicle occupants in the event of an impact.

(0026) As seen in Figures 1 to 4,

the bars are made of flat steel, which is easier to handle than steel ropes. Steel ropes or other flexible traction elements are conceivable as an alternative to flat steel.

(0027) In addition, crossbar 9, at the end of 11 which is facing pillar 3 or 4, has a connected flange segment 16 with an opening for a fastening means 14. This connected flange segment 16 resembles an oblique position from the guide rail 8 to the post 3 or. 4, which facilitates the assembly of the crossbar 9. In addition, the connected segment of the flange 16, by bending back in the longitudinal axis of the crossbar 9, allows a certain elongation of the crossbar 9. Thus, the crossbars 9 can additionally affect the behavior of the vehicle restraint system 1 during an impact.

(0028) The assembly of the crossbar 9 can be facilitated and the other lower end of the crossbar 11 can be seen, on which the side of the column 17 facing away from the guide rail 8, column 3 or 4 is attached, as seen in Figure 1. In addition, such attachment of the crossbar leads to the traction strip with the connection of the appropriate shape of the columns 2,3,4 and the guide rail 8.

(0029) In Figure 4 it can be seen in particular that the guide rail 8 is secured in terms of lifting from the spacer holder 5,6,7, so that the fastening segment 18 of the crossbar 9 is located on the guide rail 8 at a higher position than the fastening segment 19 of the spacer holder 5 on the guide rail. The crossbar 9 can itself act pulling in the event of loosening of the connection between the spacer holder 5 and the guide rail 8 on the guide rail towards the post 2. A particularly stable system for retaining the vehicle 1 is thereby created. In addition, as seen in Figure 4, the spacer holder 5 is attached to the guide rail 8 via a set of screws.

(0030) The mechanically strengthened connection of two crossbars one after the other 9 to the guide rail 8 contributes to the fact that the longitudinal insert plate 21 connects these two ends of the crossbar 10 towards the crossbar 9.

(0031) By using a screw connection 13 as a means of fastening 14, in order to fasten the crossbars 9 on the column 2,3,4 which go after the two ends of the crossbar 11, the assembly time is significantly reduced. In general, it should be mentioned that the second ends of the bars 11 or the connected flange segments 16 of the crossbars 9, 90 each have one or more longitudinal openings, in order to further facilitate the assembly of the crossbars, as can be seen in particular in Figure 2.

(0032) In addition, in figures 1 and 3 it can be seen that parallel to the first triangular position 20 of crossbars 9, a triangular position 22 with crossbars 90 is provided. These crossbars 90 are designed in the same way as crossbars 9 and in this example of execution they also have both ends of crossbars 10, a connected segment of flanges 16, longitudinal openings 15, etc.

Crossbars 9, 90 of both positions 20, 22, are alternatively either towards the column 2, 3 or 4, attached or on the guide rail 8 in the segment of the distance holder 5, 6, respectively. 7 of this pillar 2.3 or. 4. Crossbars 9, 90 of both positions 20, 22 are therefore changed in terms of fastening along the guide rail - the fastening is therefore equal, which ensures a symmetrical structure of the vehicle restraint system. In addition, crossbars 9,90 of both positions 20, 22 cross between posts 3, 2, or 2,4 alternatively, as seen in Figures 1 and 3. This means that when crossing, crossbar 9 of position 20 and crossbar 90 of position 22 are alternately arranged closer to the guide rail 8. Crossbars 9,90 support each other when receiving deformed energy and thus provide a high class retention.

(0033) In accordance with Figures 5 to 7, another vehicle restraint system 100 is shown, by way of example, according to another exemplary embodiment, which is made in connection with the crossbars similarly to the previous vehicle restraint system 1. An essential difference exists, however, in the double-sided embodiment with guide rails 8, 108. For the sake of clarity, the vehicle restraint system 100 assumes all reference marks that are identical to the construction components of the vehicle retention system 1. This is the case, for example, on the reference marks of the pillars 2,3,4, guide rails 8, crossbars 9,90 and so on.

(0034) As seen in Figure 5, in the vehicle restraint system 100, the spacer holder 105, 106, 107 is attached to the pillars 2, 3, 4 which are attached to the floor. Here, between the spacers 105, 1096 and 107 and the posts 2, 3, 4, a fastening means 14, namely releasable screw joints 124, is provided. The distance holders 105, 106, 107 are - as seen in more detail in Fig. 6 and 7 - made in two parts and consist of one part of the distance 125 and two mounting angles 126. One part of the distance shown as a sigma profile 125 is connected to the column 2, 3, 4, and two mounting angles 126 are attached to this part of the distance 125. attached respective guide rail 9, 90 via screw connections that can be released. In addition, for the mechanical stiffening of the vehicle restraint system 100, several crossbars 9.90 are provided. Crossbars 9, 90 shown in Figure 5 are attached at their first end 10 in the spacer holder segment 105, 106 or 107, of the first column 2, 3 or 4. In addition, these crossbars 9,90 are at their second end 11, which is lower than the first end of the crossbar 10, attached to the second column 3,4 or 3, which follows the first column 2 or 3,4.

(0035) More crossbars 9 which are attached to the post 2,3,4 and the guide rail 8, 108, go one after the other and thus create - as with the vehicle retention system 1 - along the guide rail 8, 108, parallel triangular positions 20, 122. The crossbars 9 of the triangular position 20 are attached to the first ends of the post 10 on the guide rail 8, wherein the crossbars 90 of the triangular position 122 are attached to the first ends of the crossbar 10 on the guide rail 108. Each position 20, 122 is therefore assigned to a separate attachment of one of the two guide rails 8, 108.

In addition, both triangular positions 20, 122 pass around the pillar 2, 3, along the guide rails 8, 108, which can be seen in Figure 5. Thus, only one of the triangular positions 20, 122 includes one pillar 2, 3, 4 on the guide rail 8, 108, while the other triangular position 122 or 20 is attached to the pillar itself.

(0036) Fastening the crossbars 9, 90 to the guide rails 8, 108 is - the same as with the vehicle retention system 1 - via an insert plate 21 and a connection 14, namely a screw connection 13. And in the first and/or second ends of the crossbars 10, 11 crossbars 9, 90, longitudinal openings 15 are provided. In this way, the vehicle retention system 100 it uses the same advantages as explained for the vehicle restraint system 1.

(0037) As can be seen in Figure 7, spacer holders 105, 106, 107 on part of the spacer 125 have a bridge 127 and a lower connection flange 128. In this flange 128, a recess 129 is placed, through which the column 2, 3, 4 protrudes with a maneuvering space 132. In addition, the fastening means 14 penetrates the column 2,3,4 with spacer holder 105, 106, 107, two longitudinal openings 130 and 131 which are inclined towards each other. Thus, in the event of an impact over the overturning of the gap holder 105,106,107, where the overturning occurs in Figure 7, the guide rail 8 can be placed to a limited extent. This avoids the treading of the guide rail 8 even in the event of an impact of equally high vehicles. In addition, the movement between the column 2,3,4 and the spacer holder 105,106,107 is limited by the stop on the spacer holder 105,106,107. As seen in Figure 7, the entire maneuvering space 132 corresponds to the length of the horizontal longitudinal opening 130.

(0038) In addition, in Figure 5 it can be seen that the column 2,3,4 has an open profile shape. In order not to endanger road users with this open shape of the profile, it is intended that the triangular position 20, 122, be attached to the crossbars 9, 90 on each side of the column 2, 3, 4, on the side of the guide rail 108, 8 with another attached position 122, 20 which is turned. The second triangular position 122.20 bends above the direction of travel 134 or. 135 in the profile of open columns and thus protects moving vehicles from hanging.

Claims (16)

Patent claims: 1. Vehicle retention system with multiple posts (2,3,4), with multiple spacers (5,6,7 or 105, 106,107) attached to one post (2,3,4), with at least one guide rail (8,108) attached to the spacers (5,6,7 or 105,106,107), with at least one crossbar (9) or 90), which is at its first end of the crossbar (10) in the spacer segment (5 or 6, 7 or 105 or 106, 107), of the first pillar (2,3,4) on the guide rail (8,108) and at the second end of the crossbar (11), which is lower than the first end of the crossbar (10), on the second pillar (3,4,2) that follows after the first pillar (3,4,2) and with fastening means (14), which fasten the crossbar (9,90) on the guide rail (8,108) and on the second post (2,3,4), is characterized by the fact that more along the guide rail of the crossbars attached to the posts (2,3,4) and the guide rail (8,108) the crossbars (9,90) follow a triangular position (20,22,122) and at least one crossbar (9.90), there is at least one longitudinal opening (15), through which the fastening means (14) protrudes so that in the event of an impact of the crossbar (9,90) via the guided and limiter-limited mobility of the crossbar (9,90) towards the guide rail (8, 108) and/or towards the column (2,3,4) it has a temporary mechanical stiffening effect. 2. The vehicle retention system according to claim 1, is characterized by the fact that the bars (9, 90) at both ends (10, 11) have longitudinal openings (15), through which the fixing means (14) protrude. 3. Vehicle retention system according to claim 1 or 2, characterized in that the bar (9, 90) has a longitudinal opening (15). 4. The vehicle retention system according to claim 1, 2 or 3, is characterized in that the fastening segment (18) of the crossbar (9,90) on the guide rail (8,108) is higher than the fastening segment (19) of the distance holder (5,6,7 or 105,106,107) on the guide rail (8,108). 5. Vehicle restraint system according to one of claims 1 to 4, characterized in that the fastening means (14) have a longitudinal insert plate (21) connecting the two ends of the crossbar (19) and the crossbar (9,90) attached to the guide rail (8,108). 6. A vehicle restraint system according to one of claims 1 to 5, characterized in that one fastening means (14) fastens the other ends of the crossbar (11) to the crossbars (9,90) on the posts (2,3,4). 7. Vehicle retention system according to one of claims 1 to 6, characterized in that the fastening means (14) have at least one screw connection (12,13). 8. Vehicle retention system according to one of claims 1 to 7, characterized in that the crossbar (9, 90) has a flange segment (16) attached to the other end of the crossbar (11). 9. A vehicle restraint system according to one of claims 1 to 8, characterized in that the second lower end of the crossbar (11) is on the side of the column facing the guide rail (8,108) with the first end of the crossbar (10) of the column (2,3,4) attached. 10. Vehicle restraint system according to one of claims 1 to 9, characterized in that parallel to the triangular position (20) of the crossbar (9) another triangular position (22 or 122) from the crossbar (90). 11. Vehicle restraint system according to claim 10, characterized in that the crossbars (9, 90) of both positions (20, 22) are alternatively attached to the column (2, 3, 4) or to the guide rail (8) in the gap holder segment (5, 6, 7) of this column (2, 3, 4). 12. Vehicle restraint system according to claim 11, characterized in that the bars (9, 90) of both positions (20, 22) between the pillars (2, 3, 4) cross each other alternately. 13. Vehicle retention system according to claim 10, characterized by the fact that a guide rail (8, 108) is attached to the spacer holder (105, 106, 107) on both sides of the pillar (2,3,4), wherein the crossbars (9) of the first triangular position (20) are attached to the pillars (2,3,4) and the first guide rail (8) and the crossbars (90) other triangular positions (122) on the pillars (2,3,4) and another guide rail (108). 14. Vehicle retention system according to claim 13, characterized in that both triangular positions are equal to each other (20, 122), specially placed around the column (2,3,4), along the guide rails (8, 108). 15. The vehicle retention system according to claim 13 or 14, characterized in that the column (2, 3, 4) is attached to the spacer holder (105, 105, 107) via at least one fastening means (14), which has inserted longitudinal openings (130, 131) in the column (2, 3, 4) and the spacer holder (105, 106, 107), which are inclined towards each other, whereby a limited maneuvering space (132) is provided between the column (2,3,4) and the distance holder (105, 106, 107) due to the stop (133) on the distance holder (105, 106, 107). 16. A vehicle restraint system according to claim 13 or 14 or 15, characterized in that the post (2,3,4) has an open profile shape, with the respective triangular position (20, 122) on the crossbars (9, 90) fixed on the other side of the post (2,3,4) facing away from the guide rail (108, 8) with the second triangular position (122, 8) attached 20).