EP0848111A1 - Leitplanken montiert mit elastischen Elementen - Google Patents

Leitplanken montiert mit elastischen Elementen Download PDF

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Publication number
EP0848111A1
EP0848111A1 EP96119919A EP96119919A EP0848111A1 EP 0848111 A1 EP0848111 A1 EP 0848111A1 EP 96119919 A EP96119919 A EP 96119919A EP 96119919 A EP96119919 A EP 96119919A EP 0848111 A1 EP0848111 A1 EP 0848111A1
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EP
European Patent Office
Prior art keywords
rail
guard
rods
elastic
tie
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP96119919A
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English (en)
French (fr)
Inventor
Alessandro Franceschini
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to EP96119919A priority Critical patent/EP0848111A1/de
Publication of EP0848111A1 publication Critical patent/EP0848111A1/de
Withdrawn legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0415—Metal rails with pivoting members
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/025—Combinations of at least two of the barrier member types covered by E01F15/04 - E01F15/08, e.g. rolled steel section or plastic strip backed up by cable, safety kerb topped by rail barrier

Definitions

  • the present invention relates to a guard-rail consisting of elastic structures; essentially, this guard-rail comprises a plurality of elastic rails of rubber and steel which can be disposed at the sides of the road edges to hold and straighten the trajectory of the vehicles coming out of the carriageway accidentally.
  • the guard-rails of known type consist of fixed rails or rigid palings of steel or cement.
  • the rails are supported by supporting piers or basements connected to the rails by connections or plates; the rails consisting of one or more shaped plates of cement, reinforced concrete or metal.
  • the supporting piers or basements, disposed at regular distances, are of treated wood, shaped steel or reinforced concrete.
  • the connections consist of bolts; the axes of the rails are disposed at the same height of the centre of gravity of the more common auto-vehicles, therefore, the height of the supporting piers must be adequate to the height of the axe of the rails.
  • the guard-rails must be disposed always at the same distance from the edge of the road pavement and the rail must be located at a constant height.
  • the main purpose of this invention is to remedy these disadvantages.
  • the invention solves the problem of creating a guard-rail fitted with elastic structures; the guard-rail actually taking up the thrust of all the kinetic energy of the vehicle; therefore, the impact against this guard-rail is not the cause for the rebound of the vehicle towards the carriageway, in addition, the impact does not set the vehicle in motion with a deceleration the value of which is a very high multiple of the acceleration of gravity.
  • the advantages offered by the invention mainly consist of the fact that the rail stressed by the impact of the vehicle transmits the energy to the supporting piers by elastically yielding connections avoiding the breaking of the rail, the supporting piers or connections; after the impact, the vehicle is controlled by the rail, it stops in a non infinitesimal time and, therefore, it does not continue its run out of the carriageway.
  • the guard-rail comprises a rail, supporting piers or basements and connecting elements to connect the supporting piers or basements to the rail, so that the rail is maintained in a vertical lying;
  • the rail consist of one or more superimposed layers of an elastic material; the layers are tensile stressed by steel tie-rods housed inside the layers; the free ends of the steel tie-rods are fixed to the connecting elements and the steel tie-rods slide inside the layers;
  • the connecting elements consist of elastically yielding structures cooperating with the tie-rods in order to reestablish the vertical lying of the guard-rail at the end of a pre-established time beginning with the impact of a vehicle against the rail.
  • guiding means are provided in the layers to obtain the sliding of the tie-rods inside the relevant layer; the sliding is due to the contraction or expansion of the tie-rods owing to temperature changes or forces induced on guard-rail by an impact of a vehicle; the sliding allows the tie-rods to be maintained parallel one another during the temperature changes or during and after an impact.
  • the guard-rail represented in Fig.1 essentially comprises an elastic rail 1 consisting of two superimposed layers 2', 2'' of rubber and steel; the superimposed layers 2', 2'' are tensile stressed by steel tie-rods 3; the rail 1 is connected to a supporting structure 4 by compression springs 5 located at suitable distances; the supporting structure 4 is elastic and supported by piers 6 of steel or reinforced concrete, driven into the soil at the sides of the road course.
  • the piers 6 are connected to the supporting structure 4 by the elastic connections represented in Fig.2. Each pier 6 is associated with one compression spring 5.
  • Fig.2 represents an elastic connection between the piers 6 and the supporting structure 4; essentially, this elastic connection consists of a band of rubber 7; a first part 8' of the band 7 embraces the pier 6; a second part 8'' crosses a hollow 9 in the supporting structure 4; the second part 8'' being fixed and tensile stressed by a wedge 10.
  • a covering 11 is used for protection of the wedge 10 and the second part 8''.
  • the second part 8'' of the band 7, which forms a loop inserted into the hollow 9, presents a hole 12 into which the wedge 10 is introduced.
  • the guard-rail of Fig.4 is particularly suitable for constituting the traffic divider between the two opposite carriageways of a freeway or motorway.
  • the guard-rail according to this embodiment is identical to the guard-rail of the embodiment shown in Fig.1, with the exception that it presents two supporting structures 4', 4'', two series of compression springs 5', 5'', and two elastic rails 1', 1''.
  • the first supporting structure 4' is symmetric to the second supporting structure 4'' with respect to the piers 6; an identical symmetry is provided for both series of compression springs 5', 5'' and both elastic rails 1', 1''.
  • the pier 16 of Fig.5 is connected to the tie-rods 3 of the elastic rails 1', 1'' by the extension springs 17 which act on the steel tie-rods 3 in order to maintain tensile stressed the rails 1', 1'' for supporting the same loaded by the dead load.
  • the abutments connecting the steel tie-rods 3 to the the extension springs 17 are of known type, therefore, they are not of interest for this description.
  • the number of the steel tie-rods 3 is chosen in order to maintain the elastic rails 1', 1'' stressed with uniform tension in their vertical and horizontal dimensions.
  • a not shown analogue embodiment is used for connecting the rail 1 to the tie-rods 3 of Fig.1 by the piers 6.
  • the road layout of Fig.6 is a hairpin of a race-track; the carriageway 13 of the road is divided to three lanes; a first rail 1' is located at the sides of the external edges of the carriageway 13; near the hairpin a second rail 1'' is provided to avoid the opposite carriageway 15 from being invaded by the vehicles 14, if the same side-skid; the shapes of the rails 1', 1'' used for protection of the vehicles 14 are the same as those shown in Figs 1 and 4 together with those described hereafter.
  • the guard-rails employed in the road layout of Fig.6 are supported by the piers 6 connected to the rails 1', 1'' by the compression springs 5 and by the supporting structures 4, 4'; piers 16 are also provided connected to the rails 1', 1'' by extension springs 17; the extension springs 17 act on the steel tie-rods 3 to maintain the rails 1', 1'' tensile stressed for supporting the same loaded by the dead load, and maintain the guard-rail in the vertical lying.
  • the steel tie-rods 3 consist of cables or ropes tensile stressed by the springs 17; the right positioning of the rails 1', 1'' as regards their height and distance from the sides of the road edges depends on a right extension of the springs 17; an insufficient tension is not capable of maintaining the rails 1', 1'' in the right position, since this tension does not prevent the displacement of the rails owing to the dead load, wind and other atmospheric or casual agents; an excessive tension maintains the rails 1', 1'' in the right position, but it makes the same excessively rigid and, therefore, dangerous for the vehicles which impact against the guard-rail
  • the piers 16 with the extension springs 17 are used for maintaining the sections of the rails 1, 1', 1'' in the vertical lying, said sections being located at the ends of the guard-rail; in Fig.6 these ends begin or terminate with the piers 16 and the springs 17, while the piers 6 are used for supporting the sections of the rails 1, 1', 1'' located between two ends of the guard-rail supported by the piers 16. Near a curve a number of piers 6 is located allowing the guard-rail to be capable of radiusing the same curve.
  • Fig.7 schematically shows an elastic rail 1 of the guard-rail according to the present invention; as written with reference to Fig.1, the rail 1 consists of two superimposed layers 2', 2'' of rubber and steel tie-rods 3 I , 3 II , 3 III , 3 IV , 3 V , 3 VI ; the tie-rods are housed inside each layer 2', 2''; the two opposite ends of each tie-rod protrude from the relevant layer 2', 2'' for connecting the same tie-rods 3 I , 3 II , 3 III , 3 IV , 3 V , 3 VI to the springs 17.
  • guiding sleeves 18 I , 18 II , 18 III are provided to obtain sliding of the tie-rods 3 I , 3 II , 3 III , 3 IV , 3 V , 3 VI inside the relevant layers 2', 2''; the sliding is due to the contraction or expansion of the tie-rods owing to temperature changes or forces induced in the guard-rail by an impact of a vehicle with the aim of maintaining the tie-rods parallel to one another during the temperature changes or during and after an impact. In this way the layers 2', 2'' are not subject to the permanent deformations which may compromise the structural stability of the guard-rail.
  • the guiding sleeves 18 I , 18 II , 18 III are essentially shaped as a tube and are crossed by the tie-rods 3 I , 3 II , 3 III , 3 IV , 3 V , 3 VI ; in addition, they are fixed to the relevant layer 2', 2'' by elastic bands 19 I , 19 II , 19 III , 19 IV , 19 V , 19 VI ; each of these elastic bands crosses a hollow 20 made in the layer 2', 2''; the hollow 20 is perpendicular to the tie-rod 3 housed in he layer 2', 2''; the tie-rod 3 embraces the guiding sleeve 18 which it crosses as consequence of the extension due to two wedges 21', 21'' inserted into two opposite holes provided at the two ends of each elastic band 19.
  • the holes have the same shape as the hole 12 of Fig.3.
  • Fig.10 schematically represents a third embodiment of the guard-rail which presents a rail 22 consisting of one or more layers 23 of an elastic material, the layers 23 being tensile stressed by steel tie-rods 24.
  • the shapes and the positions of the tie-rods 24 are similar, with respect to the layers which house them, to the tie-rods 3 of the previous Figures; the free ends of the tie-rods 24 are fixed to two basements 25', 25'' driven into the soil.
  • a supporting structure 26 driven into the soil supports a plurality of hydraulic jacks 27; each jack 27 is fitted with a piston 28 connected to a push-rod 29 which presents a free end rotating around a first pivot 30 integral with the rail 22. Therefore, each jack 27 is located between the first pivot 30 and a second pivot 31 supported by the supporting structure 26 in order to maintain the guard-rail in the vertical lying.
  • Each jack 27 is connected to a pressure source 32 by a switch 33 to maintain the pressure of the working fluid at a constant value; the source 32 is connected to a central control unit 34 fitted with a timer, the central control unit 34 being capable of restoring the working of the jack 27 at the end of a pre-established period of time beginning with an impact in order to allow the guard-rail to return to the vertical lying.
  • the structures of the guard-rail of Fig.10 are elastic, since they retake their original position at the end of said period of time.
  • the guard-rail of Figs 11 and 12 is used for the particularly sharp curves for protection of the vehicles; this embodiment also allows a single use of this guard-rail which can be disposed as an old shoe along the road edges.
  • the guard-rail consists of a pier 35 driven into the soil and connected to an elastic cylindrical rail 36 located around to the pier 35; the connection between the pier 35 and the rail 36 is obtained by compression springs 37 located between the pier 35 and the rail 36; the springs 37 are also used for maintaining the shape of the rail 36 cylindrical.
  • the length of the springs 37 is so chosen that the vehicle is protected by this guard-rail, since, after the impact, the rail 36 deforms elastically in a time sufficiently slow as to avoid decelerations much higher than the acceleration of gravity.
  • Fig.13 indicates the variation of the speed as a function of the time during the impact of a vehicle against a guard-rail; the curve was obtained by elaborating experimental data verified by means of tests of impact.
  • the speed of the vehicle at the instant of the impact is "V o "; the stopping time is “ ⁇ 1 "; the stopping space is " ⁇ ".
  • V V o x e -K 1 t
  • V o the speed at the instant of the impact
  • e the basis of the Euler's logarithms
  • K 1 a constant depending on the constructive features of the guard-rail (material, shape, length of the section in which the impact occurs, etc.) and on the mass of the vehicle
  • t is the time considered as an independent variable
  • Fig.14 shows the variation of the position of the vehicle in function of the time after its impact against the guard-rail.
  • the curve demonstrates that the vehicle is recovered into the position of the instant of impact in a time , but it is prevented from an elastic rebound which can push it towards the carriageway. In addition, the time is sufficiently slow to allow the passengers to abandon the vehicle with the necessary caution.
  • the time T depends on the structural features of the guard-rail and mass of the vehicle.
  • the measurement unit of the time, the space and the speed of the curves of Figs 13 and 14 are arbitrary and the elaboration of the data to obtain the curve was performed by means of statistical algorithms.
  • Figs.15 and 16 show a fifth embodiment of the guard-rail which can be located as an old shoe at the beginning of a section of guard-rail with the second rail 1'' of Fig.6.
  • An elastic rail 38 is connected to a pier 39 by compression springs 40; the pier 39 is driven into the soil; the elastic rail 38 presents an opening 41 for connecting the extension springs 42 to a not represented rail of a guard-rail which, for example, may be the second rail 1'' of Fig.6.
  • the tie-rods 3 are tensile stressed by the springs 40 acting on the tie-rods 3, for example, as the air acts on a balloon or a shoe.
  • guard-rail which protects the vehicles in a dangerous part of the road layout such as a very sharp curve and supports rectilinear sections of guard-rail or with a very roomy radius of curvature by the extension springs 42.
  • the elastic rails shown in Figs 11, 12, 15, 16 consist of superimposed layers of rubber tensile stressed by steel tie-rods.
  • the vehicle is protected by means of these guard-rails the rails of which deforms elastically owing to an impact in a time sufficiently slow as to avoid decelerations much higher than the acceleration of gravity.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Bridges Or Land Bridges (AREA)
EP96119919A 1996-12-12 1996-12-12 Leitplanken montiert mit elastischen Elementen Withdrawn EP0848111A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP96119919A EP0848111A1 (de) 1996-12-12 1996-12-12 Leitplanken montiert mit elastischen Elementen

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP96119919A EP0848111A1 (de) 1996-12-12 1996-12-12 Leitplanken montiert mit elastischen Elementen

Publications (1)

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EP0848111A1 true EP0848111A1 (de) 1998-06-17

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EP96119919A Withdrawn EP0848111A1 (de) 1996-12-12 1996-12-12 Leitplanken montiert mit elastischen Elementen

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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100435472B1 (ko) * 2002-01-31 2004-06-23 주식회사 제일엔지니어링 도로의 교통안전 보호장치
WO2007036593A1 (es) * 2005-03-02 2007-04-05 Carlos Rayon Sistema elástico para protección de moto ciclistas en los sistemas de contención de carreteras.
KR100739413B1 (ko) * 2006-03-22 2007-07-13 김종운 충격흡수 가드레일
EP1853767A1 (de) * 2005-02-24 2007-11-14 Knut Spelitz Sicherheitseinrichtung für verkehrswege
CN105568900A (zh) * 2014-10-10 2016-05-11 无锡梓昱安全用品科技有限公司 耐冲击缓冲防护板结构
CN106761849A (zh) * 2017-01-11 2017-05-31 北京建工土木工程有限公司 一种基于锁脚垫板的高密度地层隧道初衬支护结构
CN107653806A (zh) * 2016-11-30 2018-02-02 王建友 一种护栏
CN108547240A (zh) * 2018-05-31 2018-09-18 佛山科学技术学院 一种串联可滑移的高速公路防撞护栏
US10260251B2 (en) * 2016-10-10 2019-04-16 Venkata Rangarao Rao Vemuri Buckling resistant spring clad bar
CN110080124A (zh) * 2019-04-16 2019-08-02 柳州铁道职业技术学院 一种道路桥梁的隔音挡风屏
US20190301194A1 (en) * 2016-10-10 2019-10-03 Venkata Rangarao Vemuri Buckling Resistant Spring Clad Bar
CN110847034A (zh) * 2019-12-09 2020-02-28 长安大学 一种桥梁护栏结构
CN113718683A (zh) * 2021-09-30 2021-11-30 石统顺 一种用于汽车缓冲撞击的道路防护护栏
CN114438937A (zh) * 2022-01-19 2022-05-06 刘庆尧 一种安全性强的道路防护栏
CN116201056A (zh) * 2023-03-16 2023-06-02 昆明理工大学 一种土木桥梁的隔离防护栏

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB312960A (en) * 1928-03-01 1929-06-04 Albert John Hunting Improvements in and relating to safety fences for racing tracks and the like
GB981756A (en) * 1960-05-28 1965-01-27 Woldemar Gerhardt Improvements relating to laminated plates and profiled articles
DE1658664A1 (de) * 1968-02-24 1970-12-10 Guenter Gubela Leitplanke fuer Verkehrsstrassen
GB1272588A (en) * 1968-09-04 1972-05-03 British Ropes Ltd Improvements in or relating to vehicle retention barriers
BE826790A (fr) * 1975-03-18 1975-07-16 Dispositif de renforcement de garde-corps pour ouvrages d'art

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB312960A (en) * 1928-03-01 1929-06-04 Albert John Hunting Improvements in and relating to safety fences for racing tracks and the like
GB981756A (en) * 1960-05-28 1965-01-27 Woldemar Gerhardt Improvements relating to laminated plates and profiled articles
DE1658664A1 (de) * 1968-02-24 1970-12-10 Guenter Gubela Leitplanke fuer Verkehrsstrassen
GB1272588A (en) * 1968-09-04 1972-05-03 British Ropes Ltd Improvements in or relating to vehicle retention barriers
BE826790A (fr) * 1975-03-18 1975-07-16 Dispositif de renforcement de garde-corps pour ouvrages d'art

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100435472B1 (ko) * 2002-01-31 2004-06-23 주식회사 제일엔지니어링 도로의 교통안전 보호장치
EP1853767A1 (de) * 2005-02-24 2007-11-14 Knut Spelitz Sicherheitseinrichtung für verkehrswege
WO2007036593A1 (es) * 2005-03-02 2007-04-05 Carlos Rayon Sistema elástico para protección de moto ciclistas en los sistemas de contención de carreteras.
ES2288061A1 (es) * 2005-03-02 2007-12-16 Carlos Rayon Martin Sistema elastico para proteccion de motociclistas en los sistemas de contencion de carreteras.
KR100739413B1 (ko) * 2006-03-22 2007-07-13 김종운 충격흡수 가드레일
CN105568900A (zh) * 2014-10-10 2016-05-11 无锡梓昱安全用品科技有限公司 耐冲击缓冲防护板结构
US20190301194A1 (en) * 2016-10-10 2019-10-03 Venkata Rangarao Vemuri Buckling Resistant Spring Clad Bar
US10260251B2 (en) * 2016-10-10 2019-04-16 Venkata Rangarao Rao Vemuri Buckling resistant spring clad bar
US10968653B2 (en) * 2016-10-10 2021-04-06 Venkata Rangarao Vemuri Buckling resistant spring clad bar
CN107653806A (zh) * 2016-11-30 2018-02-02 王建友 一种护栏
CN106761849A (zh) * 2017-01-11 2017-05-31 北京建工土木工程有限公司 一种基于锁脚垫板的高密度地层隧道初衬支护结构
CN108547240A (zh) * 2018-05-31 2018-09-18 佛山科学技术学院 一种串联可滑移的高速公路防撞护栏
CN108547240B (zh) * 2018-05-31 2019-12-24 佛山科学技术学院 一种串联可滑移的高速公路防撞护栏
CN110080124A (zh) * 2019-04-16 2019-08-02 柳州铁道职业技术学院 一种道路桥梁的隔音挡风屏
CN110847034A (zh) * 2019-12-09 2020-02-28 长安大学 一种桥梁护栏结构
CN113718683A (zh) * 2021-09-30 2021-11-30 石统顺 一种用于汽车缓冲撞击的道路防护护栏
CN114438937A (zh) * 2022-01-19 2022-05-06 刘庆尧 一种安全性强的道路防护栏
CN114438937B (zh) * 2022-01-19 2023-08-04 山东冠县恒良交通设施有限公司 一种安全性强的道路防护栏
CN116201056A (zh) * 2023-03-16 2023-06-02 昆明理工大学 一种土木桥梁的隔离防护栏

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