EP0999310B1 - 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
EP0999310B1
EP0999310B1 EP99402720A EP99402720A EP0999310B1 EP 0999310 B1 EP0999310 B1 EP 0999310B1 EP 99402720 A EP99402720 A EP 99402720A EP 99402720 A EP99402720 A EP 99402720A EP 0999310 B1 EP0999310 B1 EP 0999310B1
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EP
European Patent Office
Prior art keywords
guard rail
spacer
spacers
raised
barrier
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.)
Expired - Lifetime
Application number
EP99402720A
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English (en)
French (fr)
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EP0999310A1 (de
Inventor
Jean-Claude Frédéric Dupuis
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.)
Les Profiles du Centre
Original Assignee
Sec Envel Sarl
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Publication of EP0999310B1 publication Critical patent/EP0999310B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • E01F15/0438—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 present invention relates to a safety barrier for vehicle traffic lanes, comprising two superimposed rails with differential driving resistors.
  • the traffic lanes are frequented by very different vehicles, as far as their dimensions, their weight and their speed.
  • Safety barriers made of metal rails attached 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 flatten these barriers to the ground and pass overcoats, which presents a major risk, which must absolutely be prevented.
  • a longitudinal separating wall made of concrete is resistance is very important and whose height is greater than that of smooth metal.
  • the lower rail is intended primarily to retain light vehicles is directly attached to extensions, which removes the flexible retention power from the arm and gives it a stiffness contrary to the safety regulations specific to light vehicles.
  • Another known barrier has a structure comprising a very strong horizontal profile, on which the lower rail is fixed directly, which gives it the same disadvantages as those recalled above.
  • Such a known barrier has a weight that can reach 87 kilos per linear meter.
  • DE 42 24 998 discloses a safety barrier comprising two continuous superimposed sections 4 and 5 (column 4, lines 40-42), the lower profile 5 receiving a smooth two-winged.
  • This arrangement has a serious drawback, namely that the lower section 5 joins the vertical supports 8 between them and the structure which in resulting is extremely rigid, which is dangerous for light vehicles and therefore unsuitable for the desired result.
  • EP 0 708 206 is described a safety barrier which has two independent longitudinal overlapping elements but the element upper is a smooth for light vehicles and, therefore, located at the height standard common barriers, while the lower element a wheel type guide banal (column 4, line 53-54) located approximately 30 centimeters above the ground, height coordinated with the usual diameter of passenger cars.
  • EP-B-0 519 851 proposes rib spacers of rigidity to reinforce their crush resistance, whatever the type of vehicle.
  • DE-A-196 01 377 discloses a reinforced safety barrier comprising rigid posts on which are fixed independently of one another two smooth, the lower rail being fixed to the posts via a hollow profile and a deformation element.
  • Patent document WO-A-88 00628 discloses a guardrail comprising two identical healds fixedly associated with a screw lock seal via of which they are fixed irremovably to posts at an adjustable height.
  • the present invention proposes a novel solution that makes it possible to produce barriers double-stacked safety device with a resistance differential, while requiring only simple assembly work, thanks to adjustment means Simple.
  • the subject of the invention is a safety barrier as described in claim 1. It is intended to be arranged on along vehicle taxiways, and includes two horizontal rails arranged one above the other, the lower beam having a core two waves extended by two divergent wings, and being subject to vertical supports via individual extensions to each support.
  • each spacer that are interposed between the stringer lower and each enhancement, and which are each fixed on the one hand to the soul of the smooth lower and on the other hand to one of the extensions, spacers that hold the smooth less than a distance from the corresponding riser than the end of the wings away from said enhancement, each spacer comprising two successive parts, of which a first frontal part, considered from the attachment area of the spacer to the web of the rail, has resistance to crushing lower than that of a second rear part facing away from the traffic lane and located near the riser.
  • Each enhancement (2) is suitable for in case of impact, to separate the vertical support to which it is attached, and is constituted by a hollow profile segment having, in the use position, a front face oriented towards the taxiway and having a continuous longitudinal opening, on either side of which there are flat edges on the outside of which a spacer is based, and within which are supported pieces of fixing said spacer.
  • the upper rail is constituted by a hollow section having a face rear end which has a continuous longitudinal opening, on either side of which are flat edges whose outside is placed against the front face of the extensions and whose interior receives fixing members of said profile to said extensions.
  • Figures 8 and 9 are partial schematic views, respectively in section horizontal and in vertical section of the barrier of Figure 7.
  • a safety barrier includes vertical supports 1 driven into the ground and securely attached to each of which a riser 2 is fixed and has a front face 3 (that which is oriented towards the taxiway) which carries two superimposed rails 4 and 5.
  • the lower rail 4 has a profile of any desired type which will not be described in detail here because the skilled person knows perfectly the imperatives of this structure to ensure at best the restraint of vehicles traveling on a taxiway that runs along the fence.
  • the arm 4 is of the known type having a central core 6 longitudinal and plane, from which two diverging waves 7 and 8 located in front of the taxiway and ending in wings 9 and 10 whose edges 9 has and 10a are the opposite of the traffic lane.
  • spacers 11 are interposed, which are individual to each together support-raises and each having a general shape of angular ⁇ lying, to know that each has a vertical front face 12, two spacers 13 and 14, and two vertical pads 15 and 16, one extending upwards and the other 16 down.
  • the spacer 11 is fixed on the one hand to the core 6 of the lower rail 4 by a set bolt-nut 17 and secondly to the socket 2.
  • each spacer 11 is achieved by means of welds 18 which join the upper and lower edges of skids 15 and 16 (placed in applied on the front face 3 of the riser 2) and said face 3.
  • welds 18 join the upper and lower edges of skids 15 and 16 (placed in applied on the front face 3 of the riser 2) and said face 3.
  • other welds could be found 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 the pads 15 and 16 is such that the edges 9a and 10a of the flanges 9 and 10 are away from the front face 3 of the socket 2 In FIG. 3, it can be seen that the edge 9 a is spaced 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 pad 15 and the lower pad 16.
  • the gussets 20 and 21 constitute reinforcing ribs, by buttressing against the pads 15 and 16.
  • FIG. 4 very schematically shows the situation of the barrier of the Figure 3 after she received a moderate shock, to illustrate as simply as possible this feature of the invention.
  • the shock may come from a light vehicle which hit the barrier at low speed and it is observed that the support 1 was not slanted and that the waveform 7 and 8 of the smooth 4 has not been altered.
  • the spacer 11 has been deformed but only its front portion has been stamped, this which means that the shock had a lower strength than the resistance of the back 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 originally, the most prominent part of the smooth 5, namely the top of the curve that forms 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 withdrawal is equal to the distance D visible in FIG.
  • the deformation of the front portion of the spacers 11 allows the beam 4 to yield in a calibrated manner and recedes at a distance which, here, is equal to the space E, the edge 9 has the wing 9 coming at most in contact with the front face 3 of the extensions 2.
  • the arm 4 has moved and its most prominent part is no longer in front of the most prominent part of the arm 5 only at a distance d and no longer according to the original distance D (FIG. 4).
  • the shock on the beam 4 due to a vehicle in distress has an energy higher than that can absorb the small deformation that has just been described
  • the rear part of spreaders 11 is involved and also deforms but its resistance on the one hand is superior to that of the frontal part, and on the other hand is progressive from the front towards the back of the barrier, depending on the shape given to the gussets 20 and 21.
  • the spacers 11 to them only one opposes a resistance that can be described as "programmed".
  • This programmed resistance is distinct from the actual structure of the spacers 11, that is, the choice of steel, the shapes and the thicknesses. The crushing programmed still exists, regardless of these original structure features.
  • the smooth upper 5 is reached more or less quickly after the lower arm 4 but, whatever this moment including if the first shock occurs on the smooth 5 and not on the smooth 4, the Vehicle stopping conditions are quite different as it is the whole of the barrier that reacts and one understands that one can adopt for the upper smooth 5 a structure as rigid and robust as desired since we must not take into account here as the largest and heaviest vehicles and also the most solid and in which drivers are best protected.
  • the example chosen to illustrate the invention shows for the upper beam 5 a simple profile whose front is curved but it goes without saying that we can adopt any other structure, such as one or more profiles with a high moment of inertia such as a H-shaped, T-shaped, U-shaped etc.
  • the extensions 2 each consist of a hollow profile whose front face 3 has a continuous longitudinal opening 30, a wide slot, which does not allow of the front face 3 that two plane edges 31 and 32, extended towards the inside of the profile by two perpendicular folds 33 and 34 parallel to each other.
  • the profile 5 has a rear face which also has an opening longitudinal continuous 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 parallel to each other.
  • the extensions 2 being vertical and the horizontal profile 5, the openings 30 and 50 are crosswise ( Figures 1, 2, 5 and 7) and the plane edges 51 and 52 are in full support on the edges plans 31 and 32.
  • stirrups 35 and 55 can be freely positioned at the location exactly wanted along the extensions 2 and along the section 5, so that one can very precisely adjust the height of the profile 5 according to the circumstances, by relative to each riser 2, relative to the lower rail 4 and relative to the plane of the taxiway.
  • FIGS. 7 to 9 illustrate an embodiment of the invention designed to enable the precise adjustment of the height of the lower rail 4, in the same way as we just described for the upper section 5, taking advantage of the specific structure extensions 2.
  • the pads 15 and 16 are traversed by holes, here two superimposed holes for the pad 15 and a single hole for the shoe 16, for bolts 25 which are screwed into stirrups 36 similar to the stirrups 35 and enclosing the folds 33 and 34 of the extensions 2.
  • This assembly is equivalent to that 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 bolts 25 and stirrups 36 along the opening vertical 30.
  • the lower arm 4 being attached to the stirrups 11, it is its level and its horizontality which can be exactly adjusted depending on the circumstances.
  • the adjustment possibilities provided by the invention can be further supplemented by providing that the bolts 23 securing the extensions 2 on the supports 1, cross not just simple circular holes that fix their location in all the directions (FIGS. 3 and 4), but each in a long axis light 26 (FIG. 9) vertical, whereby the bolt 23 can be placed higher or lower, which has the effect to fix the raising 2 more or less high compared to the support 1 already depressed in the ground above it on a more or less precise height.
  • the invention makes it possible to coordinate the respective resistances of the lower rail 4 and the upper 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)

Claims (4)

  1. Sicherheitsbarriere, welche dazu bestimmt ist, entlang von Verkehrswegen von Fahrzeugen angeordnet zu werden, umfassend in einer Verwendungsposition zwei horizontale Planken (4, 5), welche übereinander angeordnet sind und an vertikalen Stützen (1) über für jede vertikale Stütze (1) individuelle Aufsätze (2) befestigt sind, wobei die untere Planke (4) einen mittleren Steg (6) und zwei Wellen (7, 8), welche in Richtung der Aufsätze (2) durch zwei auseinanderlaufende Flügel (9, 10) verlängert sind, aufweist, dadurch gekennzeichnet, dass:
    sie Abstandhalter (11) umfasst, welche zwischen der unteren Planke (4) und jedem Aufsatz (2) eingefügt sind und welche jeweils einerseits an dem Steg (6) der unteren Planke (4) und andererseits an einem der Aufsätze (2) befestigt sind, wobei die Abstandhalter (11) die untere Planke (4) in einem solchen Abstand (E) von dem entsprechenden Aufsatz (2) halten, dass das Ende (9a-10a) der Flügel (9 und 10) der unteren Planke (4) von dem Aufsatz (2) beabstandet ist, wobei jeder Abstandhalter (11) zwei aufeinanderfolgende Abschnitte umfasst, von welchen ein erster, vorderer Abschnitt (12-13-14), ausgehend von dem Befestigungsbereich des Abstandhalters (11) an dem Steg (6) der Planke (4) betrachtet, einen Stauchungswiderstand aufweist, welcher geringer ist als derjenige eines zweiten, hinteren Abschnitts, welcher sich in der Nähe des Aufsatzes (2) befindet,
    jeder Aufsatz (2) durch ein Hohlprofilsegment gebildet ist, welches eine Vorderseite (3) aufweist, die eine durchgehende longitudinale Öffnung (30) aufweist, auf beiden Seiten von welcher sich ebene Ränder (31 und 32) befinden, an deren Außenseite einer der Abstandhalter (11) anlehnt und an deren Innenseite Befestigungsteile (25-36) des Abstandhalters (11) anlehnen,
    die obere Planke (5) durch ein Hohlprofil gebildet ist, welches eine Rückseite aufweist, die eine durchgehende longitudinale Öffnung (50) aufweist, auf beiden Seiten von welcher sich ebene Ränder (51 und 52) befinden, deren Außenseite gegen die Vorderseite (3) der Aufsätze (2) gesetzt ist und deren Inneres die Befestigungsmittel (24-35-35) des Profils (5) an den Aufsätzen (2) aufnimmt.
  2. Barriere nach Anspruch 1, dadurch gekennzeichnet, dass der am meisten hervorstehende Abschnitt der oberen Planke (5) im Vergleich zu dem am meisten hervorstehenden Abschnitt der unteren Planke (4) zurückgezogen ist.
  3. Barriere nach Anspruch 1, dadurch gekennzeichnet, dass der zweite Abschnitt der Abstandhalter (11) einen in Richtung des entsprechenden Aufsatzes (2) zunehmenden Widerstand besitzt.
  4. Barriere nach Anspruch 1, dadurch gekennzeichnet, dass jeder Abstandhalter (11) eine Vorderseite (12), welche an dem Steg (6) der unteren Planke (4) befestigt werden soll, zwei Abstandsstützen (13 und 14) und zwei seitliche Kufen (15 und 16), welche parallel zu der Vorderseite (12) sind und an dem Aufsatz (2) befestigt werden sollen, sowie mindestens ein Eckstück (20-21), welches jede Stütze (13-14) mit der entsprechenden Kufe (15-16) verbindet, aufweist.
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 EP0999310A1 (de) 2000-05-10
EP0999310B1 true EP0999310B1 (de) 2005-08-03

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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)

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

Families Citing this family (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
FR2866662B1 (fr) * 2004-02-23 2006-04-21 Profil R Dispositif de retenue pour glissiere de securite
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.
DE202010009161U1 (de) * 2010-06-16 2010-08-26 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Unterfahrschutz mit Abstandhalter
AT12367U1 (de) * 2010-10-11 2012-04-15 Asa Protect Entwicklungs Gmbh Leitschienensystem
FR2976300B1 (fr) 2011-06-08 2016-01-29 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.
ES2395680B1 (es) * 2011-07-27 2013-12-18 Auxiliar De Perfiles Perforados Metálicos, S.A. Amortiguador para pretil y pretil
DE102015115768A1 (de) * 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Leitplankensystem mit unterschiedlichen Intervallen

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0519851B1 (de) * 1991-06-20 1995-03-15 L'equipement Routier Montageteil zum Befestigung von Leitplanken an Pfosten zur Bildung einer Fahrbahnbegrenzung

Family Cites Families (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
FR2564498B1 (fr) * 1984-05-21 1986-11-28 Routier Equip Sa Dispositif de retenue pour voies de circulation routiere
SE454522B (sv) * 1986-07-14 1988-05-09 Fmk Konsult Och Fastighets Ab Vegrecke med avberare av halprofil med u-formigt utsprang
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
IT1268127B1 (it) * 1994-10-17 1997-02-20 Acciai Centro Spa Barriera stradale semirigida a dissipazione controllata dell'energia d'urto con correzione di assetto.

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0519851B1 (de) * 1991-06-20 1995-03-15 L'equipement Routier Montageteil zum Befestigung von Leitplanken an Pfosten zur Bildung einer Fahrbahnbegrenzung

Also Published As

Publication number Publication date
DE69926466T2 (de) 2006-06-14
FR2785309B1 (fr) 2001-01-19
ATE301211T1 (de) 2005-08-15
EP0999310A1 (de) 2000-05-10
DE69926466D1 (de) 2005-09-08
ES2247770T3 (es) 2006-03-01
FR2785309A1 (fr) 2000-05-05

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