EP2455546B1 - Post assembly for a protective plank construction and protective plank construction for securing tracks on structures - Google Patents

Description

The present invention relates to a post assembly for attaching a guard rail construction to structures comprising a foot plate by means of which the post assembly is attachable to the structure, a post attached to the foot plate, the guard rail construction being provided on the post, and a strut attached to the foot plate , The present invention further relates to a guard rail construction for securing roadways on structures.

Such post arrangements are known from the prior art and for example in the document DE 296 17 846 U1 disclosed. This document discloses a post assembly consisting of a post and a supporting post supporting it. The post and the support post are mounted on a common base plate by means of a welded joint. The post and the support post are welded together. The welded connection between the upright post and the foot plate has a predetermined breaking point, which is to ensure that, after breaking the predetermined breaking point, the post post inwardly buckles in the direction of the support post and deflects the vehicle downwards. The support post also has a predetermined bending region in the form of a recess. The Sollknickbereich is provided in a mounting area between the support post and the post and should facilitate buckling of the post.

EP 2 075 377 discloses a post assembly according to the preamble of claim 1.

The known from the prior art post assemblies or provided with such post arrangements guard rail construction for securing roadways on or on structures offer only an insufficient compromise between a high stopping power for heavy vehicles and a deformation behavior in which a high proportion of the impact energy of a motor vehicle on the Post assembly is reduced in order to minimize the burden on the occupants in a vehicle. If the stoppage of a guard rail design is too low, a vehicle may break the guard rail construction in the worst case, which could have disastrous consequences for a guard rail construction, for example, mounted on a bridge. Otherwise, in case of a too "hard" guard rail construction the vehicle occupants of an impacting light vehicle are significantly injured.

It is therefore an object of the present invention to provide a post assembly of the type described, with which the highest possible stopping power for heavy vehicles and at the same time the lowest possible loads for the occupants are achieved in an impacting vehicle.

This object is solved by the features of the characterizing part of claim 1.

The post assembly according to the invention ensures improved deformation behavior, since in the event of a vehicle colliding with a guard rail construction provided with the inventive post arrangement, first only the post is deformed in the direction of the strut. The strut is initially not loaded or deformed in contrast to the prior art due to the predetermined distance between itself and the post. An impacting passenger car should therefore be held up by a slight deformation of the post without the use of the strut of a provided with the inventive post assembly guard rail construction and can be directed back to the road. However, if a heavier vehicle, such as a truck, bounces against a guard rail construction provided with the post assembly of the present invention, the post is further deformed towards the strut and bears against it. This relieves the joint between the footplate and the post and prevents the weld between the footplate and the post from tearing. With the post assembly according to the invention can thus be achieved even at very high impact forces a controllable deformation behavior of the post assembly. Due to the "two-stage" deformation behavior of the post arrangement is also achieved that in impacting Passenger cars very much energy on the deformation of the post assembly is reduced, but also heavy vehicles can be stopped, ie a high retention capacity is provided.

According to one embodiment of the invention, the strut extends obliquely from the footplate in the direction of the post and sets with its footplate opposite end of the predetermined distance to the post. With the strut designed in this way it is achieved that, in the event of a collision, the post first bears against the end of the strut opposite the foot plate in order to shorten the lever arm of the post relative to the foot plate of the post arrangement and thus relieve the connection between the post and the foot plate. Due to the inclination of the strut, the strut can deform or bend together with the post at higher loads and thus contribute specifically to the energy reduction of an impacting vehicles. It is also conceivable that the strut extends from the footplate at a 90 ° angle to the footplate, i. the strut is parallel to the post, and thereby the strut is spaced from the post by the predetermined distance. Furthermore, the strut may be in the form of an angle, i. with a section extending parallel to the post and a section parallel to the foot plate, the predetermined distance to the post being set with the section extending to the foot plate.

Since a vehicle impact usually takes place at an angle of about 8 ° to the longitudinal axis of the protective barrier construction, the posts deform not only perpendicular to the road but also in the direction of travel of the impacting vehicle. Accordingly, the strut according to the invention is U-shaped. The two side webs of the U-shaped strut close the post at least partially between them. Alternatively, the strut may be disposed relative to the post on the footplate and formed such that the position of the strut is tuned to the expected impact angle of an impacting vehicle.

As already mentioned, the post is deformed in the crash of a vehicle in the direction of the strut and attaches to this. In other words, the foot plate opposite end of the strut defines after exceeding the predetermined distance between the post and strut a desired bending point of the post. By thus reaching the desired bending point of the post is divided into two sections, wherein the section of the post above the desired bending point during the deformation period is deformed more than the portion below the desired kink point. Because of this achieved by the desired bending point deformation behavior, the junction between the post and base plate can be relieved and a controllable deformation behavior can be achieved.

To further prevent tearing of the weld between the footplate and the post, the footplate is dimensioned and connected to the structure such that the footplate can "buckle" in the event of a vehicle impact. In addition, when dimensioning the bottom plate, the containment level must be taken into account to achieve a provided with the post assembly guard rail construction. Taking into account the two aforementioned conditions, the footplate according to the invention is formed with a thickness in a range of 10 to 25 mm, in particular in a range of 10 to 15 mm. Further, the foot plate is connected to at least two points with the building, or screwed to support this deformation behavior. A compound of the base plate at two points with the building is sufficient here, since in the event of a crash only the road closest to the connection elements are charged and more distant from the roadway connecting elements are quasi "bridged", ie not burdened.

The present invention further relates to a guard rail construction for securing roadways on structures. The guard rail construction has a plurality of post assemblies of the type described above, wherein post assemblies are connectable via their foot plate to the building, and further comprises at least one extending along the longitudinal axis protective barrier strand. The strut of the post assemblies is provided on the side facing away from the guard rail side of the post.

In order to reduce even before the deformation of the post a considerable part of the impact energy of an impacting vehicle, a deformation element between the posts of the post assemblies and the at least one protective barrier is provided according to the invention. In other words, the impact of the vehicle on the deformation time of the deformation element is extended in time, whereby the delay and thus the load on the occupants can be significantly reduced.

According to one embodiment, a support element is in each case arranged between the deformation element and the protective barrier strand for supporting the protective barrier strand. An attachment portion of the support member extends parallel to the post. In addition, an intermediate element is arranged between the support element and the protective barrier strand.

Preferably, it is provided that the intermediate element has a beveled extending surface, by means of which an angle of inclination of the protective barrier strand is adjustable relative to the longitudinal axis of the post. To adapt to the angle of inclination of the protective barrier strand, the support element is relative to the longitudinal axis of the Post formed asymmetrically and has at least one leg which protrudes from the attachment portion in the direction of the protective barrier strand.

The support member according to a preferred embodiment of the invention comprises two legs projecting from the attachment portion, each extending at an angle to the longitudinal axis of the posts, the angles of the projecting legs differing relative to the attachment portion. In other words, to avoid sagging of the guardrail string in a vehicle crash, the two angles between the legs of the support member and the attachment portion may be designed such that the leg nearest the soleplate of the support member first deforms, thereby increasing the angle of inclination of the guardrail strand to the longitudinal axis of the posts is maintained.

According to a preferred embodiment of the invention, a railing stringer strand extending along a longitudinal axis of the guard rail construction is provided on the opposite end of the post of the post assembly.

For securing the railing stringer strand to the post, the railing stringer strand has at least one angle element. The angle element is preferably attached to the post with a predetermined breaking screw. The connection of the angle element with the post via a predetermined breaking screw ensures that the railing rail solves at a high impact load on the guard rail construction of the guard rail construction and can act alone as a drawstring. In other words, the connection between the angle element and the post breaks in an overload, thereby preventing the railing stringer strand is pressed together with the folding post to the ground. The railing stringer strand thus remains at a certain height and can further decelerate an impacting vehicle and steer it back onto the roadway. Accordingly, the railing stringer strand, together with the angle element, effectively prevents the guardrail structure from being run over by a vehicle.

Figur 1

eine perspektivische Ansicht der Pfostenanordnung gemäß der Erfindung;

Figuren 2 bis 4

Ansichten der Pfostenanordnung gemäß der Erfindung;

Figur 5

eine Schnittansicht der Pfostenanordnung gemäß der Erfindung;

Figuren 6 bis 8

Ansichten einer Schutzplankenkonstruktion gemäß der Erfindung;

Figur 9

eine perspektivische Ansicht der Schutzplankenkonstruktion gemäß der Erfindung mit abschnittsweise entfernten Schutzplankenstrang;

Figur 10

perspektivische Ansicht der Pfostenanordnung mit daran angebrachten, mit einem Stützelement versehenen, Deformationselement;

Figur 11

perspektivische Ansicht der Pfostenanordnungen mit daran angebrachter Schutzplankenkonstruktion;

Figur 12

eine Schnittansicht der Schutzplankenkonstruktion gemäß der Erfindung;

Figur 13

Ansichten eines Stützelements gemäß eines ersten Ausführungsbeispiels;

Figur 14

Ansichten eines Zwischenelements gemäß eines ersten Ausführungsbeispiels;

Figur 15

Ansichten eines Stützelements gemäß eines zweiten Ausführungsbeispiels;

Figur 16

Ansichten eines Zwischenelements gemäß eines zweiten Ausführungsbeispiels;

Figur 17

Querschnittansicht eines Geländerholmstrangs;

Figur 18

eine perspektivische Ansicht eines Winkelelements; und

Figuren 19a-19e

Ansichten des Deformationsverhaltens der Schutzplankenkonstruktion gemäß der Erfindung.

The invention is explained below by way of example with reference to the accompanying figures. They show:

FIG. 1

a perspective view of the post assembly according to the invention;

FIGS. 2 to 4

Views of the post assembly according to the invention;

FIG. 5

a sectional view of the post assembly according to the invention;

FIGS. 6 to 8

Views of a guard rail construction according to the invention;

FIG. 9

a perspective view of the guard rail construction according to the invention with sections removed protective barrier strand;

FIG. 10

perspective view of the post assembly with it attached, provided with a support member, deformation element;

FIG. 11

perspective view of the post assemblies with attached guard rail construction;

FIG. 12

a sectional view of the guard rail construction according to the invention;

FIG. 13

Views of a support member according to a first embodiment;

FIG. 14

Views of an intermediate element according to a first embodiment;

FIG. 15

Views of a support member according to a second embodiment;

FIG. 16

Views of an intermediate element according to a second embodiment;

FIG. 17

Cross-sectional view of a railing stringer strand;

FIG. 18

a perspective view of an angle element; and

Figures 19a-19e

Views of the deformation behavior of the guard rail construction according to the invention.

FIG. 1 shows a perspective view of a post assembly according to the invention, which is generally designated 10.

Out FIG. 1 can be seen a post 12, which are mounted on a base plate 14. In addition to the post 12 is a strut 16 on the base plate 14. The strut 16 surrounds the post 12 partially, as suggested FIG. 1 is recognizable.

Already in FIG. 1 it can be seen that the strut 16 is spaced a predetermined distance from the post 12. The strut 16 extends from the base plate 14 obliquely in the direction of the post 12th

The post 12 has an opening 18 for attaching a handrail stringer bar, not shown here, and openings 20 for connection to a guard rail, not shown here. In the foot plate 14 are four openings 22 (in FIG. 1 only three openings shown) provided for connecting the base plate 14 and the post assembly 10 with a in FIG. 1 not shown building are provided. The openings 22 are formed in the form of a slot. The posts 12 have a C-profile, wherein this C-profile of the post 12 is partially enclosed by the strut 16.

The FIGS. 2 to 4 show different views of the post assembly 10.

FIG. 2 shows a side view of the post assembly 10, in turn, one recognizes the mounted on the base plate 14 posts 12 with its longitudinal axis L. The strut 16 extends obliquely in the direction of the post 12, starting from its end 16a connected to the foot plate 14, and approaches the post 12 in the direction of its end 14b opposite the foot plate 14, or the end section 16b, up to the predetermined distance d (FIG. Fig. 4 ) at.

That the strut 16 partially surrounds the post 12 will be out FIG. 3 recognizable. The side bars of the strut 16 partially enclose the posts 12 between them. However, the side webs of the strut 16 are also spaced from the post 12. In other words, the strut 16 touches the post 12 at no point.

In FIG. 4 a plan view of the post assembly 10 is shown. It can be seen the four openings 22 formed in the form of a slot in the base plate 14th

In FIG. 4 It can be seen that the strut 16 with its foot plate 14 opposite end 16 b sets a predetermined distance d to the post 12. The strut 16 is U-shaped in cross-section and encloses with the side webs of their U-shaped profile the post 12th

From a comparative perspective of the FIGS. 1 to 4 It can be seen that the strut 16, starting from its end 16a connected to the base plate 14, extends obliquely in the direction of the post 12, ie approaches the post 12 by its oblique course. With its foot plate 14 opposite end 16 b, the strut 16 a predetermined distance d to the post 12 a. In other words, the predetermined distance d between the post 12 and the end 16b of the strut 16 is the smallest distance between the post 12 and the strut 16. The strut 16 preferably sets the predetermined distance d at a height in a range of 10 to 40%. the length of the post 12 relative to the base plate 14 a.

FIG. 5 shows a sectional view of the post assembly 10. From this sectional view it is clear how the strut 16 extends from its end 16a obliquely in the direction of the post 12 and adjusts with its upper end 16 b a predetermined distance d to the post 12.

The FIGS. 6 to 8 show various views of a guard rail construction 100, which are connected via the post assemblies 10 with a building BW.

FIG. 6 shows a side view of the guard rail construction 100. It can be seen in FIG. 6 the post 12, the foot plate 14 and the strut 16, which form the post assembly 10. The post assembly 10 is connected by screws 124 with a building BW (for reasons of clarity, only one screw is provided with the reference numeral 124). The guard rail construction 100 includes a railing stringer string 126 which is secured to the post 12 opposite the end of the posts 12 by an angle member 128 on the post 12.

A protective barrier strand 130 of the protective barrier construction 100 is connected to a deformation element 134 via a support element 132. The deformation element 134 is in turn attached to the post 12 and thus connects the guard rail 130 with the post 12th

From the FIGS. 6 and 7 It will be seen that both the railing stringer string 126 and the guardrail strand 130 extend along a longitudinal axis of the guard rail construction 100 and are connected to the structure BW via a plurality of post assemblies 10.

In the FIG. 7 100 shows the railing stringer string 126 above the guardrail strand 130 at the end of the post 12 opposite the base plate 14.

In particular from FIG. 8 , which illustrates a plan view of the guard rail construction 100, the round cross-section of the deformation element 134 will be apparent. The round cross section of the deformation element 134 is preferable for reducing the impact energy of an impacting vehicle over other cross sections, since the deformation of a round deformation element 134 can be precisely controlled or the deformation is predetermined by the round shape.

FIG. 9 shows a perspective view of the guard rail construction 100. Off FIG. 9 it can be seen that between the protective barrier 130 and the deformation element 134, a support member 132 is provided. On the support member 132, an intermediate member 136 is further arranged, with which the inclination angle of the guard rail 130 can be adjusted relative to the longitudinal axis of the post 12. The intermediate elements 136 will be described in detail later in this description. The intermediate elements 136 can be formed directly on the support elements 132 or represent individual parts.

FIGS. 10 and 11 show sections of the protective barrier construction 100 in the region of the post assembly 10, wherein FIG. 10 a section of the guard rail construction 100 without guard rail 130 and railing railing 126 shows.

The deformation element 134 is attached to the post 12. On the deformation element 134 in turn support members 132 are attached, which have the intermediate elements 136.

It is in FIG. 10 suggestively that the intermediate element 136 has a bevelled surface ( Fig. 14 ). Thus, with the intermediate member 136, an inclination angle of the guard rail 130 can be adjusted. In the partially visible openings 22 of the foot plate 14, the screws 124 are provided, which serve for fastening the guard rail construction 100 to a structure BW.

FIG. 11 also shows a perspective view of the guard rail construction 100 with the railing stringer string 126 and via the intermediate element 136, the support member 132 and the deformation element 134 attached to the post 12 guard rail 130th

FIG. 12 shows a sectional view of the guard rail construction 100 which is cut open in the region of the posts 12. The railing stringer strand 126 is fastened to the post 12 via an angle element 128. The angle element 128 is screwed by means of a predetermined breaking screw 138 with the post 12. With the predetermined breaking screw 138 ensures that the railing stringer strand 126 can solve at a high load on the guard rail construction 100 of the post 12 and remain at a predetermined height above the building BW to act as a drawstring can. The railing stringer strand 126 can thus intercept impacting vehicles even with heavily deformed posts 12 and direct it back onto the roadway.

Out FIG. 12 For the first time, it will be seen that the support member 132 is formed asymmetrically with its two legs 132a and 132b. The intermediate element 136 arranged between the support element 132 and the protective barrier strand 130 serves to adapt the angle of inclination of the protective barrier strand 130 to the asymmetrical configuration of the support element 132. In other words, due to the intermediate element 136, the protective barrier strand 130 has an inclination relative to the longitudinal axis of the posts 12.

With reference to the FIGS. 13 to 16 In the following two embodiments of the support members 132 and the associated intermediate elements 136 will be described. That in the FIGS. 13 and 14 shown embodiment relates to a support member 132, which is designed for a guard rail 130 with B-profile. The embodiment according to the FIGS. 15 and 16 refers to a support member 132 for a guardrail 130 with A-profile.

FIG. 13 shows views of the support member 132 according to a first embodiment. Out FIG. 13 is seen on the asymmetric design of the support member 132. The asymmetrical shape of the support member 132 is necessary to adjust the support member 132 at the angle of the guardrail strand 130 defined by the intermediate member 136 relative to the longitudinal axis of the profile posts 12. An angle beta of the leg 132a to the profile post 12 or its longitudinal axis is smaller than an angle alpha between the longitudinal axis of the post 12 and the leg 132b, which is closer to the ground.

By such a structural design of the support elements 132, the deformation behavior of the support plank construction 100 is positively influenced in the event of a collision of a motor vehicle, which will be described in detail in the following of this description.

In FIG. 13 Further, the intermediate member 136 is provided, which is provided on the attachment portion 132 c of the support member 132. It can also be seen clearly that the angle alpha of the leg 132b to the parallel to the longitudinal axis of the profile post 12 extending mounting portion 132c is significantly greater than the angle beta of the leg 132a to the mounting portion 132c. It is thereby achieved that, in the event of a collision of a vehicle, the lower leg 132b closer to the building first deforms. The faster deformation of the lower leg 132b compared to the deformation time of the upper leg 132a ensures that the crash barrier 130 at least maintains its inclination in the event of a collision with a vehicle and does not shift downwards as the deformation progresses. In other words, the force exerted by an impacting vehicle on the guard rail construction 100, due to the larger angle alpha of the leg 132b, has a larger lever arm from the bend where the attachment portion 132c merges into the leg 132a compared to the smaller one Angle beta of the leg 132a, whereby the leg 132b deformed much faster than the leg 132a.

FIG. 14 shows various views of the intermediate element 136. The intermediate element 136 is wedge-shaped and has for this purpose a vertically extending surface 136b, which can rest against the attachment portion 132c of the support element 132. The surface 136a of the intermediate element 136 opposite the surface 136b extends obliquely to the surface 136b in order to adjust the angle of inclination of the protective barrier strand 130 to the longitudinal axis of the profile posts 12. The angle of inclination of the protective barrier 130 to the longitudinal axis of the profile posts 12 can also be adjusted by the structural design of the support element 132 with the legs 132a and 132b or over the length of the legs 132a and 132b. In other words, the leg 132b may be shortened with respect to the upper leg 132a.

FIG. 15 shows views of a support member 132 according to a second embodiment and FIG. 16 shows various views of a matched to the support member 132 according to the second embodiment intermediate member 136th

At the in FIG. 15 shown support member 132b, the lower leg 132b extends at an angle alpha to the mounting portion 132c, whereas the upper leg 132a is perpendicular (angle β) to the mounting portion 132c, ie, the upper leg 132a extends at a 90 ° angle to the mounting portion 132c , However, in order to maintain the above-described faster deformation of the lower leg 132b, it has an angle α not equal to 90 ° to the attachment portion 132c of the support member 132. Out Fig. 15 In addition, it can be seen that the intermediate element 136 according to this exemplary embodiment has to be made thicker (not shown here) due to the protective plank strand formed with the A-profile.

As already mentioned above, the intermediate member 136 is adapted to be adapted to the A-profile of the guard rail (not shown) widened compared to the first embodiment described above. Due to the differences between the A and B profiles, the wedge-shaped intermediate element 136 must be widened, ie the distance between the surfaces 136a and 136b is greater than that with respect to FIG FIG. 14 described embodiment, since the A-profile of the protective barrier strand 130 would abut the oblique attachment by the intermediate member 136 with one end to the post 12. Such a system could adversely affect the deformation behavior of the guard rail assembly 100 and the support member 132, respectively.

FIG. 17 shows a cross-sectional view of the railing stringer strand 128. The railing stringer strand 128 is formed mirror-symmetrically to the axis S and has a roof profile in cross section.

FIG. 18 shows a perspective view of the angle member 128 with which the railing string 126 can be attached to the post 12. The angle member 128 has a portion 128 a with two openings 140 which are provided for receiving screws for fixing the angle member 128 to the railing rail 126. The section 128b with the opening 142 serves to secure the angle element 128 or the railing stringer strand 126 to the post 12. In the opening 142, predetermined breaking screws (not shown here) can be received, which break at a certain force acting on them. In addition, the angle element 128 designed and dimensioned such that it itself has a predetermined breaking point or represents a predetermined breaking element.

In the FIGS. 19a to 19e Now the deformation behavior of the guard rail construction 100 is shown.

FIG. 19a represents the basic position of the guard rail construction 100, ie before the vehicle crash.

Out FIG. 19b It will be appreciated that in a vehicle impact, deformation element 134 is first compressed to already dissipate a portion of the impact energy.

As the deformation progresses ( Fig. 19c ) of the guard rail construction 100, the deformation element 134 is further compressed by an impacting vehicle and the post 12 is deformed in the direction of the strut 16. Further shows FIG. 19c already, that the railing stringer strand 126 slightly tilted relative to the post 12. This is due to the fact that the railing stringer strand 126 already acts in this deformation state due to the slight inclination of the post 12 as a closed drawstring. In other words, an impacting vehicle is not abruptly decelerated because the impact energy of an impacting vehicle is degraded beyond the described deformation of the posts 12 and the deformation members 134.

Figure 19d now shows the state in which the deformation element 134 is almost completely deformed and the guard rail 130 abuts against the post 12 via the support member 132 and the deformation element 134. The post 12 in turn abuts against the foot plate 14 opposite end of the strut 16, which defines at the contact point between the post 12 and its foot plate 14 opposite end of a Sollabknickstelle the post 12. Out FIG. 17c It is also clear that the portion of the post 12 is further deformed above the desired bending point, while the portion below the desired bending point almost maintains its degree of deformation or degree of bending. In other words, the lever arm of the post 12 is greatly shortened relative to the base plate 14 by the desired bending point of the post 12 defined by the strut 16, whereby the connection point between the post 12 and the base plate 14 is relieved. In other words, the connection between foot plate 14 and post 12 remains, whereby a controllable deformation behavior is achieved. For further relief the joint between the posts 12 and foot plate 14 contributes to the sizing of the foot plate 14, which is designed to "buckle" during deformation to further relieve the connection between itself and the post 12. Due to the further deformation of the posts 12, the railing stringer string 126 with the angle member 128 further tilts relative to the post 12. At this stage of deformation of the guardrail 100, the guardrail 130 rises in support of the support 132 and the angle of inclination of the guard set by the intermediate member 136 Guard rail 130 to act as a drawstring can.

Figure 19e now shows that the railing stringer strand 126 dissolves in continuous deformation of the guard rail construction 100 of the post 12, that break the angle element 128 with the post 12 connecting predetermined breaking screws. The railing stringer strand 126 remains at a predetermined height and acts as a tension band to decelerate impacting vehicles and to be able to deflect back to the roadway. In other words, the railing string 126 separating from the post 12 prevents the guard rail construction 100 from being run over by an impacting vehicle.

In Figure 19e It can also be seen that the post 12 bends much more strongly above the nominal bending point than below the nominal bend point. The area below the desired bending point deforms relatively little even with continuous deformation compared with the area above the Sollabschnittsstelle. In this advanced stage of deformation of the guard rail construction 100, the strut 16 is deformed along with the post 12 or loses its inclination and acts as a kind of deformation element whose force is not constant. The strut 16 contributes accordingly to the fact that the impact energy is dissipated over a longer period. Accordingly, a controllable deformation behavior of the guard rail construction 100 is achieved.

Claims (10)

1. Pole assembly (10) for fastening a guard rail construction (100) to structures, having

   - a foot plate (14), by means of which the pole assembly (10) can be fastened to the structure (BW),

   - a pole (12) attached to the foot plate (14), to which pole the guard rail construction (100) can be attached, and

   - a strut (16) attached to the foot plate (14),

   wherein the strut (16) at least partially encloses the pole (12), wherein the strut (16) is formed U-shaped, wherein the two lateral webs of the U-shaped strut (16) at least partially enclose the pole (12) between them and wherein the strut extends in the direction of the pole (12),
   characterized in that the strut is spaced apart from the pole (12) by a predetermined distance (d) at its region next to the pole and the lateral webs of the strut (16) are spaced from the pole (10), wherein the strut (16) does not come into contact with the pole (10) at any point and that the strut (16) defines a predetermined bending point of the pole (12) once the predetermined distance (d) between pole (12) and strut (16) has been exceeded.
2. Pole assembly (10) according to claim 1,
   characterised in that the strut (16) extends, starting out from the foot plate (14), obliquely in the direction of the pole (12) and has the predetermined distance (d) to the pole (12) at its end (16b) opposite the foot plate (14).
3. Pole assembly (10) according to one of claims 1 or 2,
   characterised in that the thickness of the foot plate (14) is in a range from 10 to 25 mm, in particular between 10 and 15 mm, wherein the foot plate (14) is connected to the structure (BW) in at least two places.
4. Guard rail construction (100) for securing roadways on structures, having

   - a plurality of pole assemblies (10) according to one of claims 1 to 3, wherein the pole assemblies (10) are connectable via their foot plate (14) to the structure (BW), and

   - at least one guard rail strand (130) running along a longitudinal axis, wherein the strut (16) of the pole assembly (10) is provided on the side of the pole (12) facing away from the guard rail strand (130).
5. Guard rail construction (100) according to claim 4,
   characterised in that a deformation element (134) is arranged between the pole assemblies (10) and the at least one guard rail strand (130).
6. Guard rail construction (100) according to one of claims 4 or 5,
   characterised in that to support the guard rail strand (130), a support element (132) is arranged in each case between the deformation element (134) and the guard rail strand (130), from which support element a fastening section (132c) extends parallel to the pole (10), wherein an intermediate element (136) is arranged between the support element (132) and the guard rail strand (130).
7. Guard rail construction (100) according to claim 6,
   characterised in that the intermediate element (136) has a surface (136a) running at a slant, by means of which an angle of inclination of the guard rail strand (130) can be set relative to the longitudinal axis of the pole (12), wherein the support element (132) is formed asymmetrically for adaptation to the angle of inclination of the guard rail strand (130) relative to the longitudinal axis of the pole (12) and has at least one limb (132a, 132b), which projects from the fastening section (132c) in the direction of the guard rail strand (130).
8. Guard rail construction (100) according to one of claims 6 or 7,
   characterised in that the support element (132) has two limbs (132a, 132b) projecting from the fastening section (132c), which limbs extend respectively at an angle to the longitudinal axis of the pole (12), wherein the two angles differ.
9. Guard rail construction (100) according to one of claims 4 to 8,
   characterised in that a railing spar strand (126) is provided at the end of the pole (10) opposite the foot plate (14) of the pole assembly (10).
10. Guard rail construction (100) according to claim 9,
    characterised in that the railing spar strand (126) has an angle element (128), wherein the angle element (128) is attached to the pole (12) by a breaking point screw.

Images