EP0999310A1 - Leitplanken für Fahrbahnen, mit zwei übereinander angeordneten Holmen mit differentiellem Eindringungswiderstand - Google Patents

Leitplanken für Fahrbahnen, mit zwei übereinander angeordneten Holmen mit differentiellem Eindringungswiderstand Download PDF

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Publication number
EP0999310A1
EP0999310A1 EP99402720A EP99402720A EP0999310A1 EP 0999310 A1 EP0999310 A1 EP 0999310A1 EP 99402720 A EP99402720 A EP 99402720A EP 99402720 A EP99402720 A EP 99402720A EP 0999310 A1 EP0999310 A1 EP 0999310A1
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EP
European Patent Office
Prior art keywords
barrier
spacer
rail
spacers
barrier according
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.)
Granted
Application number
EP99402720A
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English (en)
French (fr)
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EP0999310B1 (de
Inventor
Jean-Claude Frédéric Dupuis
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Les Profiles du Centre
Original Assignee
Sec Envel Sarl
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Publication of EP0999310A1 publication Critical patent/EP0999310A1/de
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Publication of EP0999310B1 publication Critical patent/EP0999310B1/de
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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
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means
    • 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
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts

Definitions

  • the traffic lanes are used by very different vehicles, for concerns their dimensions, their weight and their speed.
  • Safety barriers made of metal rails fixed to vertical supports stuck in the ground are very effective in restraining passenger vehicles without violence but their height being precisely adapted to these vehicles, trucks, coaches and vehicles with very high ground clearance can tackle these barriers on the ground and pass over them, which presents a major risk, which must absolutely be prevented.
  • a safety barrier when placed on the central reservation of a highway for example, it separates the two lanes against traffic and a heavy vehicle entering a lane from the opposite lane may cause chain accidents of the highest gravity.
  • the beam is approximately at the level of the top of the supports, we use vertical extensions fixed to the supports to receive the beam superior.
  • the lower beam which is intended primarily to retain light vehicles is attached directly to the extensions, which removes the flexible retention power and gives it a stiffness contrary to safety rules specific to light vehicles.
  • Another known barrier has a structure comprising a very resistant horizontal profile, to which the bottom rail is attached directly, which gives it the same disadvantages than those mentioned above.
  • Such a known barrier has a weight which can reach 87 kilos per linear meter.
  • Patent document DE 42 24 998 describes a safety barrier comprising two superimposed continuous sections 4 and 5 (column 4, lines 40-42), the lower section 5 receiving a beam with two wings.
  • This arrangement has a serious drawback, namely that the lower profile 5 joins the vertical supports 8 together and the resulting structure is extremely rigid, which is dangerous for light vehicles and therefore unsuitable for the desired result.
  • Patent document DE 23 62 446 describes an absolutely banal barrier since it has only one stringer.
  • the present invention proposes a new solution which makes it possible to produce barriers safety bar with two overlapping beams and a resistance differential, while requiring only simple assembly work, thanks to adjustment means simple.
  • the invention relates to a safety barrier intended to be placed on along vehicle traffic lanes, comprising two horizontal rails arranged one above the other, the bottom rail having a central core and two waves extended rearwards by two divergent wings, and being subject to supports vertical by means of individual extensions to each support, characterized in that it includes spacers which are interposed between the bottom rail and each extension, and which are each fixed on the one hand to the core of the bottom rail and on the other hand to one of the extensions, spacers which keep the beam less than one distance such that the end of the wings is far from said extension, each spacer comprising two successive parts, the first of which, considered from the area of attachment of the spacer to the web of the heald, has a resistance to crushing lower than that of the second part located near the enhances.
  • Figure 1 is a partial schematic overall view, in perspective, of a barrier security according to an embodiment of the invention.
  • Figure 2 is a schematic view from that of Figure 1, on a larger scale.
  • Figure 3 is a schematic cross-sectional view of the barrier of Figures 1 and 2, in normal situation.
  • Figure 4 is a schematic cross-sectional view of the barrier of Figures 1 and 2, after the lower arm has received a low-power shock.
  • Figures 5 and 6 are partial schematic views, respectively in elevation and in horizontal section of the barrier of Figures 1 and 2.
  • Figure 7 is a partial schematic view in elevation of a barrier according to the invention, according to a particular embodiment.
  • FIGS 8 and 9 are partial schematic views, respectively in section horizontal and vertical section of the barrier of Figure 7.
  • a safety barrier according to the invention includes vertical supports 1 sunk into the ground and securely attached to each which an extension 2 is fixed and has a front face 3 (that which is oriented towards the traffic lane) which has two stacked beams 4 and 5.
  • the bottom rail 4 has a profile of any desired type which will not be described in detail here, because the skilled person knows perfectly the requirements of this structure to ensure at best the restraint of vehicles traveling on a traffic lane along the fence.
  • the heddle 4 is of the known type having a longitudinal and planar central core 6, from which diverges two waves 7 and 8 located opposite the traffic lane and ending with wings 9 and 10 whose edges 9 a and 10 a are opposite the taxiway.
  • spacers 11 are interposed, individual at each support-raising assembly and each having a general shape of angular lying ⁇ , with know that each has a vertical front face 12, two spacers horizontal 13 and 14, and two vertical pads 15 and 16, one 15 extending upwards and the other 16 down.
  • the spacer 11 is fixed on the one hand to the core 6 of the bottom rail 4 by an assembly bolt-nut 17 and secondly to the riser 2.
  • each spacer 11 on the corresponding extension 2 is carried out by means of welds 18 which join the upper and lower edges of the pads 15 and 16 (placed on the front face 3 of the extension 2) and said face frontal 3.
  • welds 18 could be in addition along the vertical edges of these pads 15 and 16, or at this location only.
  • the length L of the supports 13 and 14 measured between the plane of the front face 12 and that of the pads 15 and 16 is such that the edges 9 a and 10 has wings 9 and 10 are distant from the front face 3 of the riser 2 .
  • Figure 3 it is seen that the ridge 9 has departed from the end face 3 according to a space E.
  • gussets 20 and 21 which have the shape of a right triangle and which are also welded respectively to the upper shoe 15 and the lower shoe 16.
  • the gussets 20 and 21 constitute reinforcing ribs, by bracing against pads 15 and 16.
  • FIG. 4 the situation of the barrier of the figure 3 after she received a moderate shock, to illustrate as simply as possible this characteristic of the invention.
  • the shock can come from a light vehicle which struck the barrier at low speed and we observe that support 1 was not inclined and that the shape of waves 7 and 8 of the stringer 4 has not been altered.
  • the retractor 11 was deformed but only its front part was as pressed, this which means that the shock had a force less than the resistance of the rear part of the spacer 11, due to the reinforcement of the gussets 20 and 21.
  • the length L of the spacers 11 is such that at the origin, the most prominent part of the stringer 5, namely the top of the curve formed by its front face, is set back from the most prominent part of waves 7 and 8, namely the top of waves 7 and 8.
  • this shrinkage is equal to the distance D visible in Figure 3.
  • the deformation of the front part of the spacers 11 allows the arm 4 to yield in a calibrated manner and recedes by a distance which, here, is equal to the space E, the edge 9 has wing 9 coming at most into contact with the front face 3 of the risers 2.
  • the heald 4 has moved and its most prominent part is no longer in front of the most prominent part of the heald 5 only at a distance d and no longer according to the original distance D (FIG. 4).
  • the rear part of the retractors 11 is involved and also deforms but its resistance on the one hand is greater than that of the front part, and on the other hand is progressive from the front towards the rear of the barrier, depending on the shape given to the gussets 20 and 21.
  • This programmed resistance is distinct from the actual structure of the spacers 11, that is to say the choice of steel, the shapes and the thicknesses. Crushing programmed always exists, regardless of these original structural characteristics.
  • the barrier upper 5 is reached more or less quickly after the lower beam 4 but, whatever this moment even if the first shock occurs on the arm 5 and not on the arm 4, the vehicle stopping conditions are quite different because it's the whole barrier that reacts and we understand that we can adopt for the top rail 5 a structure as rigid and robust as desired since it should not be taken into account here only the largest and heaviest and also the strongest vehicles and in which drivers are best protected.
  • the example used to illustrate the invention shows for the top rail 5 a simple profile whose front part is curved but it goes without saying that we can adopt any other structure, such as one or more profiles with a large moment of inertia such as a H, T, U-shaped, etc.
  • the risers 2 each consist of a hollow profile
  • the front face 3 has a continuous longitudinal opening 30, a wide slot, which does not allow to remain of the front face 3 as two flat edges 31 and 32, extended towards the inside of the profile by two perpendicular folds 33 and 34 parallel to each other.
  • Profile 5 has a rear face which also has an opening continuous longitudinal 50 which leaves only two edges of this rear face planes 51 and 52 extended towards the inside of the profile by two perpendicular folds 53 and 54 parallels between them.
  • the risers 2 being vertical and the profile 5 horizontal, the openings 30 and 50 are crossed ( Figures 1, 2, 5 and 7) and the flat edges 51 and 52 are fully supported on the edges plans 31 and 32.
  • the profile 5 is fixed to the risers 2 by means of assembly members comprising two stirrups 35 and 55 engaged respectively in the risers 2 and in the profile 5, the wings of which enclose the folds 33-34 and 53-54, then are joined by a bolt central 24.
  • stirrups 35 and 55 can be freely positioned at the place exactly wanted along the risers 2 and along the profile 5, so that one can very precisely adjust the height of the profile 5 according to the circumstances, by with respect to each extension 2, with respect to the bottom rail 4 and with respect to the plane of the traffic lane.
  • FIGs 7 to 9 illustrate an embodiment of the invention designed to allow the precise adjustment of the height of the lower beam 4, in the same way as that we just described for the upper profile 5, taking advantage of the specific structure extensions 2.
  • the spacers 11 are not welded to the risers 2 as in the case of the Figures 1 to 6.
  • the pads 15 and 16 are crossed with holes, here two superimposed holes for the pad 15 and a single hole for the shoe 16, for bolts 25 which are screwed in stirrups 36 similar to stirrups 35 and enclosing the folds 33 and 34 of the risers 2.
  • This assembly is equivalent to that which has been described for the upper profile 5, so that the position of the spacers 11 can be adjusted in height relative to the extensions 2, due to the freedom of sliding of the bolts 25 and the stirrups 36 along the opening vertical 30.
  • the lower beam 4 being fixed to the stirrups 11, it is its level and its horizontality which can be exactly adjusted according to the circumstances.
  • the adjustment possibilities provided by the invention can be further supplemented by providing that the bolts 23 ensuring the fixing of the risers 2 on the supports 1, do not pass through simple circular holes which fix their location in all directions ( Figures 3 and 4), but each in a light 26 ( Figure 9) with a long axis vertical, whereby the bolt 23 can be placed higher or lower, which has the effect to fix the extension 2 more or less high compared to the support 1 already inserted in the ground by exceeding it on a more or less precise height.
  • the invention makes it possible to coordinate the respective resistances of the bottom rail 4 and the top rail 5 so that the barrier reacts differently depending on whether it reacts to more or less violent shocks, from more or less heavy vehicles.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
EP99402720A 1998-11-04 1999-11-02 Leitplanken für Fahrbahnen, mit zwei übereinander angeordneten Holmen mit differentiellem Eindringungswiderstand Expired - Lifetime EP0999310B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9813862A FR2785309B1 (fr) 1998-11-04 1998-11-04 Barriere de securite pour voies de circulation de vehicules, comprenant deux lisses superposees a resistances d'enfoncement differentielles
FR9813862 1998-11-04

Publications (2)

Publication Number Publication Date
EP0999310A1 true EP0999310A1 (de) 2000-05-10
EP0999310B1 EP0999310B1 (de) 2005-08-03

Family

ID=9532344

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99402720A Expired - Lifetime EP0999310B1 (de) 1998-11-04 1999-11-02 Leitplanken für Fahrbahnen, mit zwei übereinander angeordneten Holmen mit differentiellem Eindringungswiderstand

Country Status (5)

Country Link
EP (1) EP0999310B1 (de)
AT (1) ATE301211T1 (de)
DE (1) DE69926466T2 (de)
ES (1) ES2247770T3 (de)
FR (1) FR2785309B1 (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6595715B1 (en) * 2002-03-20 2003-07-22 Dominick J. Cortell Guiderail post
EP1566486A1 (de) * 2004-02-23 2005-08-24 Profil R Halter für Leitplanken
EP2532787A1 (de) 2011-06-08 2012-12-12 Rousseau Sicherheitsschranke für Fahrbahnen, und Verfahren zur Verbesserung der Energieabsorption beim Aufprall eines leichten Fahrzeugs gegen eine solche Schranke
EP2439340A3 (de) * 2010-10-11 2013-01-16 Asa-Protect Entwicklungs GmbH Leitschienensystem
US20170081815A1 (en) * 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals
EP3190232A1 (de) * 2010-06-16 2017-07-12 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs-KG Unterfahrschutz

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2297973B1 (es) * 2005-06-03 2009-07-20 Ferrovial Agroman, S.A. Barrera de seguridad.
ES2325670B1 (es) * 2006-10-11 2010-06-11 Ferrovial Agroman, S.A. Barrera de seguridad.
ES2395680B1 (es) * 2011-07-27 2013-12-18 Auxiliar De Perfiles Perforados Metálicos, S.A. Amortiguador para pretil y pretil

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2362446A1 (de) * 1973-12-15 1975-06-19 Max Pohl Combi-elastik-distanz-stahlleitplanke mit zwei unfall-sicherungsstufen
FR2564498A1 (fr) * 1984-05-21 1985-11-22 Routier Equip Sa Dispositif de retenue pour voies de circulation routiere
WO1988000628A1 (en) * 1986-07-14 1988-01-28 Andersson Ake Safety fence for roads
DE4224998C1 (en) * 1992-07-29 1993-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails
EP0708206A1 (de) * 1994-10-17 1996-04-24 CENTRO ACCIAI S.p.A. Halbsteife Leitplanke mit Lage-Korrektur und kontrollierte Dissipation der Aufprallenergie

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2678008B1 (fr) * 1991-06-20 1993-09-24 Routier Equip Sa Cale destinee a realiser le montage sur un poteau d'une glissiere de securite equipant une voie de circulation routiere.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2362446A1 (de) * 1973-12-15 1975-06-19 Max Pohl Combi-elastik-distanz-stahlleitplanke mit zwei unfall-sicherungsstufen
FR2564498A1 (fr) * 1984-05-21 1985-11-22 Routier Equip Sa Dispositif de retenue pour voies de circulation routiere
WO1988000628A1 (en) * 1986-07-14 1988-01-28 Andersson Ake Safety fence for roads
DE4224998C1 (en) * 1992-07-29 1993-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails
EP0708206A1 (de) * 1994-10-17 1996-04-24 CENTRO ACCIAI S.p.A. Halbsteife Leitplanke mit Lage-Korrektur und kontrollierte Dissipation der Aufprallenergie

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6595715B1 (en) * 2002-03-20 2003-07-22 Dominick J. Cortell Guiderail post
EP1566486A1 (de) * 2004-02-23 2005-08-24 Profil R Halter für Leitplanken
FR2866662A1 (fr) * 2004-02-23 2005-08-26 Profil R Dispositif de retenue pour glissiere de securite
EP3190232A1 (de) * 2010-06-16 2017-07-12 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs-KG Unterfahrschutz
EP2439340A3 (de) * 2010-10-11 2013-01-16 Asa-Protect Entwicklungs GmbH Leitschienensystem
EP2532787A1 (de) 2011-06-08 2012-12-12 Rousseau Sicherheitsschranke für Fahrbahnen, und Verfahren zur Verbesserung der Energieabsorption beim Aufprall eines leichten Fahrzeugs gegen eine solche Schranke
FR2976300A1 (fr) * 2011-06-08 2012-12-14 Rousseau Barriere de securite pour voies de circulation et procede pour ameliorer l'absorption de l'energie d'un choc d'un vehicule leger contre une telle barriere.
US20170081815A1 (en) * 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals
US10597834B2 (en) * 2015-09-18 2020-03-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals

Also Published As

Publication number Publication date
EP0999310B1 (de) 2005-08-03
DE69926466D1 (de) 2005-09-08
ATE301211T1 (de) 2005-08-15
DE69926466T2 (de) 2006-06-14
FR2785309A1 (fr) 2000-05-05
FR2785309B1 (fr) 2001-01-19
ES2247770T3 (es) 2006-03-01

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