Patent Application
20250003162
The invention relates to a vehicle restraint system having a concrete barrier wall.
Vehicle restraint systems are known which are intended to prevent vehicles from leaving a roadway. It is known that such vehicle restraint systems are used to spatially delimit a roadway. Vehicles and their occupants are protected from collisions with other vehicles—for example with oncoming vehicles on an adjacent, opposite lane—by means of the vehicle restraint systems. By spatially delimiting the roadway through the vehicle restraint systems, a vehicle can also be prevented from traveling off the roadway into off-road locations, for example into a field or onto a cycle path. Particularly in collision-prone areas such as on-ramps and off-ramps to motorways and at construction sites on motorways or expressways, vehicle restraint systems are used to prevent collisions or reduce the risk of injury to people in the event of an collision.
It is known that vehicle restraint systems are securely anchored in the supporting surface in order to increase the restraint effect of the vehicle restraint system. In order to ensure the highest possible level of safety against vehicles breaking through a vehicle restraint system, known vehicle restraint systems are anchored so securely to the supporting surface that a permanent connection between the vehicle restraint system and the anchoring is ensured even in the event of a severe collision of a vehicle.
The drawback of such a permanent connection or anchoring, however, is that the construction of such a vehicle restraint system is time-consuming and complex due to the fact that such a vehicle restraint system is anchored or pinned to the supporting surface in a nondisplaceable manner. The installation of such a vehicle restraint system requires numerous construction steps, with different equipment and a high level of material expenditure being required in order to establish an adequately secure anchoring of the vehicle restraint system in the supporting surface in the event of a severe collision of a vehicle. Due to the anchoring of known vehicle restraint systems to the supporting surface, such a vehicle restraint system is very stiff and unyielding for light vehicles, which means that the severity of the impact is high and dangerous for vehicle occupants. This results in a direct transmission of force into the supporting surface when a vehicle impacts the vehicle restraint system, which results in locally pronounced stress peaks in the event of an impact. Furthermore, in the event of an impact, no tilting effects of the vehicle restraint system can be utilized in order to reduce the impact energy, which means that no time-delayed impact behavior of the vehicle restraint system can be exploited.
It is therefore the object of the invention to provide a vehicle restraint system having a concrete barrier wall of the type mentioned at the outset with which the mentioned drawbacks can be avoided, with which quick and easy assembly and dismantling of a vehicle restraint system can be achieved, and which still provides a stiff and strong restraint effect in relation to heavy vehicles while nevertheless exhibiting flexible behavior for light impact events.
According to the invention, this is achieved by a vehicle restraint system having a concrete barrier wall in which the concrete barrier wall has at least one through hole. A blind hole is arranged in a supporting surface beneath the at least one through hole that is associated with the at least one through hole, and a pin is arranged both within the at least one through hole and within the blind hole that is associated with the at least one through hole. The pin has a specifiable amount of play relative to the blind hole.
This offers the advantage of enabling a vehicle restraint system to be constructed quickly and easily, enabling savings in construction costs and time to be achieved. The specifiable play of the pin relative to the blind hole offers the advantage that the pin can be quickly and easily arranged within the at least one through hole as well as within the blind hole associated with the at least one through hole, and that it can also be removed just as quickly. Studies have shown that simply providing a pin within the at least one through hole as well as within the blind hole associated with the at least one through hole is sufficient for achieving a strong restraint effect against impacting vehicles. This offers the advantage that, during construction of the vehicle restraint system, a worker need only allow the pins to fall into the at least one through hole when walking past the concrete barrier wall in order for the abovementioned safety aspect to occur, which significantly reduces the construction time of the vehicle restraint system compared to previously known vehicle restraint systems, given that complex drilling work and mechanical ramming of anchors into the supporting surface are no longer necessary. The pin inside the at least one through hole and within the blind hole associated with the at least one through hole enables a high level of resistance of the vehicle restraint system against vehicles impacting the vehicle restraint system to nevertheless be achieved, especially in the event of a severe impact of a vehicle against the vehicle restraint system, because of the dynamic frictional tensile forces acting on the pin which efficiently prevent the vehicle from breaking through. In addition, a portion of the kinetic energy of a vehicle colliding with the vehicle restraint system can be effectively dissipated through the displacement and tilting of the vehicle restraint system. Furthermore, there is the advantage that the specifiable play of the pin relative to the blind hole can be set quickly and precisely in direct fashion during construction through selection of the size of the borehole and the diameter of the pin, enabling additional time savings to be achieved during construction of the vehicle restraint system. The specifiable play of the pin relative to the blind hole offers the advantage that no damage occurs to the pin in the event of a light impact or a flat impact angle, because only free displacement and free tilting of the concrete barrier wall occurs and the pin thus absorbs substantially no transverse forces and tensile forces. In the event of a severe impact, different effects occur. On the one hand, the pin, which is loosely arranged in the supporting surface, counteracts any further spatial displacement of the concrete barrier wall. If the concrete barrier wall tilts due to the impact, the frictional tensile force on the pin is additionally increased, which additionally counteracts the kinetic energy of the impact. This offers the advantage that, on the one hand, the vehicle restraint system can be set up quickly and easily, exhibits a flexible behavior for light vehicles and, on the other hand, also offers adequate protection against a severe collision of a vehicle.
The invention further relates to a method for constructing a vehicle restraint system. The vehicle restraint system has a concrete barrier wall with at least one through hole, with a blind hole that is associated with at least one through hole being drilled in a supporting surface beneath the at least one through hole. A pin is arranged both within the at least one through hole and within the blind hole that is associated with the at least one through hole. The diameter of the blind hole is selected such that the pin has a specifiable amount of play relative to the blind hole.
It is therefore also the object of the invention to specify a method of the type mentioned at the outset with which the mentioned drawbacks can be avoided, with which a vehicle restraint system can be set up quickly and easily, and which still provides a stiff and strong restraint effect in relation to heavy vehicles while nevertheless exhibiting flexible behavior for light impact events.
The advantages of the method correspond to the advantages of the abovementioned vehicle restraint system having a concrete barrier wall.
The subclaims relate to additional advantageous embodiments of the invention. Express reference is hereby made to the wording of the patent claims, whereby the patent claims are incorporated into the description at this point by reference and considered to be reproduced verbatim.
The invention will be described in greater detail with reference to the accompanying drawings, in which only preferred embodiments are shown by way of example. Brief description of the figures:
Furthermore, a method for constructing a vehicle restraint system 1 is provided in which the vehicle restraint system 1 has a concrete barrier wall 2 with at least one through hole 3, with a blind hole 5 that is associated with at least one through hole 3 being drilled in a supporting surface 4 beneath the at least one through hole 3, a pin 6 being arranged both within the at least one through hole 3 and within the blind hole 5 that is associated with the at least one through hole 3, the diameter of the blind hole 5 having been selected such that the pin 6 has a specifiable amount of play relative to the blind hole 5.
This offers the advantage that the construction of a vehicle restraint system 1 can be carried out quickly and easily, enabling savings in construction costs and time to be achieved. The specifiable play of the pin 6 relative to the blind hole 5 offers the advantage that the pin 6 can be quickly and easily arranged within the at least one through hole 3 as well as within the blind hole 5 that is associated with the at least one through hole 3, and that it can also be removed just as quickly. Studies have shown that simply providing a pin 6 within the at least one through hole 3 as well as within the blind hole 5 that is associated with the at least one through hole 3 is sufficient for achieving a strong restraint effect against impacting vehicles. This offers the advantage that, during construction of the vehicle restraint system 1, a worker need only allow the pins 6 to fall into the at least one through hole 3 when walking past the concrete barrier wall 2 in order for the abovementioned safety aspect to occur, which significantly reduces the construction time of the vehicle restraint system 1 compared to previously known vehicle restraint systems 1, given that complex drilling work and mechanical ramming of anchors into the supporting surface are no longer necessary. The pin 6 inside the at least one through hole 3 and within the blind hole 5 that is associated with the at least one through hole 3 enables a high level of resistance of the vehicle restraint system 1 against vehicles impacting the vehicle restraint system 1 to nevertheless be achieved, especially in the event of a severe impact of a vehicle against the vehicle restraint system 1, because of the dynamic frictional tensile forces acting on the pin 6 which efficiently prevent the vehicle from breaking through. In addition, a portion of the kinetic energy of a vehicle colliding with the vehicle restraint system 1 can be effectively dissipated through the displacement and tilting of the vehicle restraint system 1. Furthermore, there is the advantage that the specifiable play of the pin 6 relative to the blind hole 5 can be set quickly and precisely in direct fashion during construction through selection of the size of the borehole and the diameter of the pin, enabling additional time savings to be achieved during construction of the vehicle restraint system 1. The specifiable play of the pin 6 relative to the blind hole 5 offers the advantage that no damage occurs to the pin 6 in the event of a light impact or a flat impact angle, because only free displacement and free tilting of the concrete barrier wall 2 occurs and the pin thus absorbs substantially no transverse forces and tensile forces. In the event of a severe impact, different effects occur. On the one hand, the pin 6, which is loosely arranged in the supporting surface 4, counteracts further spatial displacement of the concrete barrier wall 2. If the concrete barrier wall 2 tilts due to the impact, the frictional tensile force on the pin 6 is additionally increased, whereby the kinetic energy of the impact is additionally counteracted. This offers the advantage that the vehicle restraint system 1 can be set up quickly and easily and exhibits flexible behavior for light vehicles while also providing adequate protection against a severe collision of a vehicle.
A vehicle restraint system 1 is to be understood as a passive protective device on roads which prevents at least one vehicle from leaving a roadway in an uncontrolled manner while also preventing a collision of the at least one vehicle with other vehicles and obstacles along the road. In particular, a vehicle colliding with the vehicle restraint system 1 can be prevented from passing through it, whereby in particular people near the road can be protected from being run over or hit. The vehicle restraint system 1 represents an obstacle or a barrier which is capable of absorbing or converting a certain amount of the kinetic energy of the vehicle, in particular the majority of the impact energy, particularly in the event of a vehicle impact.
The vehicle restraint system 1 has a concrete barrier wall 2. The concrete barrier wall 2 is preferably made of at least one prefabricated concrete part or concrete barrier wall element. The concrete barrier wall 2 preferably has a New Jersey or a step profile. The concrete barrier wall 2 is preferably made of normal concrete and/or heavy concrete. Especially preferably, the concrete barrier wall 2 can comprise a first and a second concrete. The first concrete preferably has a higher density than the second concrete, with the first concrete in particular being reinforced with additives such as stones or fibers, unlike the second concrete.
The vehicle restraint system 1 is intended to be built on a supporting surface 4. The concrete barrier wall 2 is preferably constructed on the supporting surface 4, with the concrete barrier wall 2 preferably having a base surface and the concrete barrier wall 2 standing in a constructed state with the base surface on the supporting surface 4. Especially preferably, the base surface has a larger base area than the area opposite the base surface.
The supporting surface 4 can preferably comprise various layers and types of soil. In particular,
A provision can be preferably made that the supporting surface 4 has a bonded base layer 9 beneath the at least one through hole 3. This offers the advantage that, if a vehicle impacts the vehicle restraint system 1, the pin 6 can exert increased resistance against the wall of the blind hole in the event of a further spatial displacement of the concrete barrier wall 2.
As shown by way of example in
The bonded base layer 9 and/or the unbound base layer 10 can preferably comprise multiple layers. In particular, the unbound base layer 10 can have a gravel bed and/or a frost protection layer. The bound base layer 9 has at least one layer that is bonded in particular using bitumen, particularly an asphalt base layer.
In particular, the pavement of a road can have a bonded base layer 9.
Especially preferably, the top layer of the subsoil 4, particularly the bound base layer 9, is made of concrete or asphalt.
Especially preferably, the concrete barrier wall 2 contacts the top layer of the supporting surface 4 with its base surface.
In particular, the top layer of the supporting surface 4 is the bound base layer 9.
Especially preferably, the concrete barrier wall 2 contacts the bonded base layer 9 with its base surface.
A provision can be preferably made that the blind hole 5 that is associated with at least one through hole 3 penetrates the bonded base layer 9. This offers the advantage that no backwater can form within the blind hole 5, because it is able to seep into the unbound base layer 10.
The concrete barrier wall 2 has at least one through hole 3, the at least one through hole 3 preferably identifying a pass-through, an opening, or a free space which extends through the concrete barrier wall 2. In particular, there is only air inside the through hole 3 immediately after it is created.
The through hole 3 is preferably embodied as a round hole.
The concrete barrier wall 2 preferably has at least two through holes 3 over a length of substantially six meters.
The prefabricated concrete part preferably has two, especially preferably four, particularly six, through holes 3.
When the concrete barrier wall 2 is in an installed state, the through hole 3 is preferably arranged perpendicular to the supporting surface 4, particularly perpendicular to the base surface. The installed state of the concrete barrier wall 2 refers here to the state in which the concrete barrier wall 2 is standing on its base surface at or on a roadway so that the base surface is in contact with the supporting surface 4.
Especially preferably, the through hole 3 has a first opening of the through hole 3 on the base surface.
The through hole 3 can be preferably embodied as a borehole.
Alternatively, the through hole 3 can be produced during a casting process used to produce the concrete barrier wall 2, in which case the through hole 3 can be produced in particular by means of a cast element that has the desired shape of the through hole 3 after casting.
The through hole 3 is preferably formed in the concrete barrier wall 2.
In particular, the through hole 3 in the concrete is reinforced with a reinforcing element, the reinforcing element preferably being made of metal.
A provision is made that a blind hole 5 that is associated with at least one through hole 3 is arranged in the supporting surface 4 beneath the at least one through hole 3. A blind hole 5 can also be referred to as a tapped blind hole, with a blind hole 5 preferably not penetrating through an object and preferably having a specifiable depth.
The blind hole 5 is preferably cylindrical.
A provision is preferably made that each through hole 3 is associated with exactly one blind hole 5.
The blind hole 5 can be preferably embodied as a borehole.
Alternatively, the blind hole 5 can be produced during a casting process used to produce a roadway.
In particular, a provision can be made that the position of the blind hole 5 on the supporting surface 4 is measured, with the blind hole 5 being drilled after the measurement.
The blind hole 5 is preferably formed in the bonded base layer 9 and the unbound base layer 10.
Alternatively, the blind hole 5 is formed only in the bound base layer 9.
A provision is made that a pin 6 is arranged both within the at least one through hole 3 and within the blind hole 5 that is associated with the at least one through hole 3. The pin 6 can, in particular, also be referred to as a bolt, nail, or screw.
Preferably, the pin 6 can be substantially cylindrical.
The pin 6 preferably penetrates the bonded base layer 9.
The pin 6 preferably penetrates the top layer of the supporting surface 4.
In particular, the lower end of the pin 6 rests on the bottom of the blind hole 5.
A provision is made that the pin 6 has a specifiable amount of play relative to the blind hole 5. In particular, a provision is made that the specifiable amount of play includes a value greater than zero. In particular, the specifiable amount of play can be adjusted through selection of the drill and the diameter of the pin 6. A provision can be preferably made that the pin 6 has a specifiable amount of play relative to the blind hole 5 over a majority of the length of the blind hole 5. This offers the advantage that, even in the event that the blind hole 5 becomes soiled, it can be ensured that the pin 6 has a specifiable amount of play within the blind hole 5, thus enabling the restraint effect of the vehicle restraint system 1 to maintained even if the blind hole 5 is soiled.
A provision can be preferably made that the specifiable play of the pin 6 relative to the blind hole 5 corresponds to a specifiable play of the pin 6 relative to the through hole 3.
Due to the specifiable play of the pin 6, different phases can be distinguished in the event of an impact of a vehicle colliding with the vehicle restraint system 1. This offers the advantage that a controlled gradual increase in the impact resistance can be achieved in relation to vehicles colliding with the vehicle restraint system 1.
Preferably, a vehicle colliding with the vehicle restraint system 1 effects a free displacement or free tilting of the vehicle restraint system 1 in a first phase. A free displacement of the vehicle restraint system 1 is preferably a displacement of the vehicle restraint system 1 horizontally, with the pin 6 within the blind hole 5 having no influence on the displacement. A free tilting of the vehicle restraint system 1 is preferably a tilting of the vehicle restraint system 1, with the pin 6 within the blind hole 5 having no influence on the tilting. The free tilting of the vehicle restraint system 1 is preferably possible up to a certain angle, the specific angle being determined particularly by the specifiable play of the pin 6. This offers the advantage that the severity of the impact, which is greatest particularly in the first phase, or a portion of the kinetic energy of a vehicle colliding with the vehicle restraint system 1, can be reduced by the specifiable amount of play of the pin 6 relative to the blind hole 5, making it possible, in particular, to increase the safety for occupants of the vehicle colliding with the vehicle restraint system 1. This also offers the advantage that, in the case of a light impact, less damage is caused to the vehicle restraint system 1 and to the vehicle colliding with the vehicle restraint system 1, meaning that fewer repairs have to be carried out.
In particular, the concrete barrier wall 2 is freely displaced in the first phase.
Preferably, a vehicle colliding with the vehicle restraint system 1 effects a constrained displacement or a constrained tilting of the vehicle restraint system 1 in a second phase. When the vehicle restraint system 1 is prevented from being displaced or tilting, the pin 6 preferably contacts the blind hole 5 and/or the through hole 3. In the second phase, the pin 6 is preferably pressed against the wall of the blind hole 5 or against the wall of the through hole 3, thereby counteracting further free displacement or further free tilting of the vehicle restraint system.
In particular, frictional tensile forces act on the pin 6 in the second phase, whereby the restraint effect of the vehicle restraint system 1 is further increased. This offers the advantage that a gradual increase in the impact resistance of the vehicle restraint system 1 can be achieved, it being possible for the restraint effect of the vehicle restraint system 1 to also be effectively increased after the first phase in the second phase by the frictional tensile forces on the pin 6.
The second phase preferably follows immediately after the first phase.
Preferably, in a third phase, a vehicle colliding with the vehicle restraint system 1 causes the vehicle restraint system 1 to tilt back due to gravity. This can prevent a trailer of a truck from tilting over if the truck collides with the vehicle restraint system 1, for example. If, for example, the towing vehicle of a truck that includes a trailer scrapes laterally along the vehicle restraint system 1 in such a way that the vehicle restraint system 1 is free to tilt or shift, the trailer of the truck can arrive at the tilted or displaced location of the vehicle restraint system 1 in such a time-delayed manner that this tilted location of the vehicle restraint system 1 causes the vehicle restraint system 1 to tilt back due to gravity, thereby counteracting a tilting-over of the trailer.
In particular, an increase in the cross-sectional area of the at least one through hole 3 and/or of the blind hole 5 that is associated with the at least one through hole 3 results in an easier tilting-back of the vehicle restraint system 1.
In particular, the gravity-related tilting-back of the vehicle restraint system 1 is caused by the weight of the concrete barrier wall 2.
In particular, the tilting-back of the vehicle restraint system 1 caused by gravity exerts a force on a vehicle colliding against the vehicle restraint system 1.
In particular, a vehicle scraping against the vehicle restraint system 1 leads to a temporal sequence of displacements and tilting of sections of the vehicle restraint system 1. The sections of the vehicle restraint system 1 preferably have a predetermined number of pins 6. In particular, a section can have two pins 6, each with at least one through hole 3 and one blind hole 5 that is associated with at least one through hole 3.
Alternatively, a provision can be made that the specifiable amount of play of the pin 6 relative to the blind hole 5 has a deviation of 10%, preferably 20%, especially preferably 30%, from the specifiable amount of play of the pin 6 relative to the through hole 3.
Especially preferably, a provision can be made that the specifiable amount of play of the pin 6 relative to the blind hole 5 corresponds to at least 5%, preferably at least 10%, especially preferably at least 15%, of the diameter of the pin 6. This has the particular advantage that the pin 6 can be easily arranged within the at least one through hole 3 as well as within the blind hole 5 that is associated with the at least one through hole 3. Furthermore, this offers the advantage that even in the event of strong temperature increases and the resulting expansion of the pin 6 and/or of the vehicle restraint system 1, the specifiable play of the pin 6 relative to the blind hole 5 can be ensured, which means that simple and easy dismantling can be ensured even in the event of strong temperature increases and internal tensions in the blind hole 5 or in the through hole 3 are prevented.
Especially preferably, the length of the pin 6 can be adapted to the nature of the soil, with a longer pin being provided particularly in a less compacted soil than in a dense, compressed, and compacted soil. A compacted soil can, in particular, contain a high proportion of gravel. A compacted soil can, in particular, include an asphalt or concrete base.
Especially preferably, a provision can be made that the cross-sectional area of the through hole 3 and the blind hole 5 is substantially identical. This offers the advantage that if the concrete barrier wall 2 tilts due to a vehicle impacting it, the maximum tilting of the concrete barrier wall 2 can be adjusted based on the specifiable amount of play of the pin 6 relative to the blind hole 5.
A provision can be especially preferably made that the pin 6 has a diameter of at least 1.5 cm, preferably at least 2 cm, especially preferably at least 2.5 cm. This offers the advantage that the vehicle restraint system 1 has a particularly high resistance and restraint effect against vehicles colliding with the vehicle restraint system 1.
In particular, a provision can be made that the diameter of the pin 6 corresponds substantially to the thickness of the top layer of the supporting surface 4.
In particular, a provision can be made that the diameter of the pin 6 corresponds substantially to the thickness of the bonded base layer 9.
Especially preferably, a provision can be made that the pin 6 is headless. This offers the advantage that, when the concrete barrier wall 2 tilts due to a vehicle impacting the vehicle restraint system 1, a notch effect on the concrete barrier wall 2 caused by the head of the pin 6 is prevented, with the result that the vehicle restraint system 1 has a higher resistance to vehicles colliding with the vehicle restraint system 1. Furthermore, there is the advantage, in particular, that a larger contact surface is formed between the pin 6 and the blind hole 5, which makes increased frictional tensile force possible. Furthermore, this can prevent the pin 6 from being easily pulled out in the event of a vehicle impact and consequent tilting. For example, such a pulling-out of the pin 6 can occur in the event of a tilting of the concrete barrier wall 2 if the head becomes wedged in the through hole 3, it being possible for this wedging to result in particular to a slight pulling-out of the pin 6 in the event of tilting. A headless design of the pins 6 also offers the advantage that the pins 6 are not easy to grip, particularly if they do not protrude beyond the through hole 3, which means that the headless pins 6 cannot be removed by unauthorized persons with malicious intent and that the safety of the vehicle restraint system 1 can be increased.
In particular, the headless design of the pin 6 promotes the shifting or tilting of the vehicle restraint system 1.
Especially preferably, a provision can be made that the upper end of the pin 6 is arranged within the at least one through hole 3. The upper end of the pin 6 is the end of the pin 6 that faces away from the supporting surface 4 when the concrete barrier wall 2 is in the installed state. This offers the advantage that a possible injury to workers or passers-by on the pins 6, for example when climbing over the concrete barrier wall 2 after an collision, is prevented. Furthermore, malicious removal of the pins 6 by unauthorized persons can be prevented.
A provision can be especially preferably made that the pin 6 in the supporting surface 4 has a depth of no more than 60 cm, preferably no more than 50 cm, especially preferably no more than 40 cm. This offers the advantage that an especially high resistance of the vehicle restraint system 1 to vehicles colliding with the vehicle restraint system 1 can be achieved.
A provision can be especially preferably made that the pin 6 in the supporting surface 4 has a depth of at least 10 cm, preferably at least 15 cm, especially preferably at least 20 cm. This offers the advantage that an especially good level of resistance of the vehicle restraint system 1 to vehicles colliding with the vehicle restraint system 1 can be achieved while simultaneously saving costs and materials.
Especially preferably, a provision can be made that the pin 6 has a fluting. The fluting can, in particular, include ribs, grooves, or individual extensions, it being particularly possible for the ribs to be designed to taper to a point. This offers the advantage that the adhesion or friction of the pin 6 relative to the wall of the blind hole 5 or the through hole 3 is increased, whereby the pin 6 is held in position particularly in the event of vertical forces, particularly in the event of a dynamic impact.
The fluting can be arranged particularly on the cylindrical lateral surface of the pin 6.
A provision can be preferably made that the specifiable amount of play of the pin 6 relative to the blind hole 5 is formed between the elevation of the fluting and the blind hole 5. A provision can be preferably made that the specifiable amount of play of the pin 6 relative to the through hole 3 is formed between the elevation of the fluting and the through hole 3. In particular, the diameter of the pin 6 is measured from the outer diameter of the fluted pin 6. This offers the advantage that, even in the case of a fluted pin 6, the specifiable play of the pin 6 relative to the at least one through hole 3 and/or the blind hole 5 that is associated with the at least one through hole 3 can be ensured, which means that the restraint effect of the vehicle restraint system 1 itself is not affected by a fluted pin 6.
Especially preferably, a provision can be made that the pin 6 is made of reinforcing steel. In particular, the pin 6 can be made of ribbed steel. The pin 6 can be preferably made of metal, particularly steel. This offers the advantage that the pin 6 has both a high level of strength and a high level of ductility, enabling a high level of safety and a high resistance or restraint effect of the vehicle restraint system 1 against impacting vehicles to be ensured.
A provision can be especially preferably made that the at least one through hole 3 and/or the blind hole 5 has a seal 7. This offers the advantage that the pin 6 can be protected from environmental influences and contamination such as backwater, for example, whereby the service life of the pin 6, particularly in terms of corrosion, can be increased and the resistance of the vehicle restraint system 1 to impacting vehicles can be ensured over even a longer period of time while simultaneously reducing the maintenance requirement of the vehicle restraint system 1. Furthermore, a specifiable amount of play of the pin 6 relative to the blind hole 5 which remains constant over a period of time can be ensured. In particular, the blind hole 5 can also be protected from freezing backwater, since backwater is prevented from accumulating within the blind hole 5.
In particular, the seal 7 can be an O-ring or a cone seal.
In particular, the seal 7 can be made of a polymer, especially preferably plastic.
Especially preferably, a provision can be made that the at least one through hole 3 and the blind hole 5 that is associated with the at least one through hole 3 are arranged only on a first side 8 of the concrete barrier wall 2. This offers the advantage that, in the event of a severe impact of a vehicle, as is the case in particular with an acute impact angle, a high frictional force acts between pin 6 and blind hole 5 and between pin 6 and through hole 3, respectively, and the frictional tensile force on the pin 6 is additionally increased through the tilting of the concrete barrier wall 2. As a result, the vehicle restraint system 1 is held in position even in the event of a severe impact, and the material and construction costs can be kept very low.
Especially preferably, a provision can be made that the first side 8 of the concrete barrier wall 2 is arranged so as to face away from a roadway when the concrete barrier wall is in the installed state 2. This offers the advantage that a vehicle impact on the vehicle restraint system 1 on the roadside causes the concrete barrier wall 2 to tilt away from the road, enabling the frictional traction force acting on the pin 6 to work especially well, with the result that the vehicle restraint system 1 can be held in position even in the event of a severe impact. Furthermore, this offers the advantage that increased safety can be provided during the construction of the vehicle restraint system 1, since a worker constructing the vehicle restraint system 1 is able to be protected from the flowing traffic even when traffic is flowing smoothly.
Especially preferably, a provision can be made that the blind hole 5 that is associated with at least one through hole 3 is drilled through the through hole 3 into the supporting surface 4. This offers the advantage that, during the construction of the vehicle restraint system 1, the predetermined position of the blind hole 5 that is associated with at least one through hole 3 is already predetermined, whereby a worker can drill through the through hole 3 into the supporting surface 4 during the production of the blind hole 5, enabling the blind hole 5 to be created quickly and easily.
In particular, the blind hole 5 can be unthreaded.
The pin 6 can especially preferably have magnetic properties. This offers the advantage that the pin can be quickly and easily pulled out of the blind hole 5 and the through hole 3 using a magnet. In particular, the headless pin 6 can be pulled out of the blind hole 5 and the through hole 3 with particular ease with the aid of the magnet.
The following are principles for understanding and interpreting the present disclosure.
Features are usually introduced with an indefinite article “a, an, one.” Unless the context indicates otherwise, “a, an, one” should not be understood as constituting a numeral
The connecting word “or” is to be interpreted as inclusive and not exclusive. Unless the context indicates otherwise, “A or B” also includes “A and B”, where “A” and “B” represent any arbitrary features.
Insofar as not otherwise established by the disclosure of the invention, a feature X and an object Y are differentiated in multiple embodiments by means of an ordinal number such as “first,” “second,” or “third.” In particular, a feature X or object Y with an ordinal number in a claim does not mean that an embodiment of the invention falling under this claim must have an additional feature X or an additional object Y.
The word “substantially” in connection with a numerical value includes a tolerance of ±10% around the specified numerical value, insofar as not otherwise indicated by the context.
For value ranges, the end points are included insofar as not otherwise indicated by the context.
| Number | Date | Country | Kind |
|---|---|---|---|
| A 50608/2021 | Jul 2021 | AT | national |
The present application is a national phase application of PCT Application No. PCT/EP2022/070512, filed Jul. 21, 2022, entitled “VEHICLE RESTRAINT SYSTEM HAVING A CONCRETE BARRIER WALL”, which claims the benefit of Austrian Patent Application No. A 50608/2021, filed Jul. 22, 2021, each of which is incorporated by reference in its entirety.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2022/070512 | 7/21/2022 | WO |
