EP1533423A1 - Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür - Google Patents

Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür Download PDF

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Publication number
EP1533423A1
EP1533423A1 EP04292504A EP04292504A EP1533423A1 EP 1533423 A1 EP1533423 A1 EP 1533423A1 EP 04292504 A EP04292504 A EP 04292504A EP 04292504 A EP04292504 A EP 04292504A EP 1533423 A1 EP1533423 A1 EP 1533423A1
Authority
EP
European Patent Office
Prior art keywords
slide
vertical
supports
energy
safety 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.)
Granted
Application number
EP04292504A
Other languages
English (en)
French (fr)
Other versions
EP1533423B1 (de
Inventor
Jean-Claude Dupuis
Pascal Proudy
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.)
SEC ENVEL
Original Assignee
Sec Envel
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 Sec Envel filed Critical Sec Envel
Priority to SI200430991T priority Critical patent/SI1533423T1/sl
Priority to PL04292504T priority patent/PL1533423T3/pl
Publication of EP1533423A1 publication Critical patent/EP1533423A1/de
Application granted granted Critical
Publication of EP1533423B1 publication Critical patent/EP1533423B1/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
    • E01F15/0415—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
    • E01F15/04—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 invention relates to a shock absorbing method for safety barriers for vehicle taxiways.
  • the barrier In the event of a collision by a vehicle, it is often unnecessary to replace the concrete wall. If the barrier consists of rails mounted on vertical supports, it is most often necessary to proceed to replacement of all uprights and rails that have been deformed during the shock. This plastic deformation is sought to obtain a non-elastic absorption of shock energy and an accompaniment of movement of the vehicle so that it comes to rest without being returned to the traffic and risk colliding with other vehicles.
  • EP 0 708 206 discloses a retractor pivotable on a vertical support and which has a crushable portion 21 associated with a rigid part 13 rotatably mounted on the vertical support so that the the plane of the rail remains perpendicular to the ground at all times, that is to say that the barrier is in good condition or at any time during the impact, even when the vertical support folds.
  • This device has a major disadvantage since the smooth remains attached to the vertical support during the impact, while the support vertical folds and protrudes on the roadway compared to the vertical plane of the smooth. Damage caused by the base of the vertical support can be important: the vehicle lands against the vertical support which constitutes a punctual obstacle because it is fixed between the smooth and the ground. The trajectory of vehicle is not controlled by the guardrail.
  • the present invention overcomes the disadvantages of known solutions and proposes a solution to replace or complement deformable spacers to absorb a whole family of shocks without these being transmitted directly to the vertical supports and that it is necessary to replace them.
  • the subject of the invention is a method for improve the energy absorption of a shock against a safety barrier for taxiways comprising a slideway equipped with at least two parallel horizontal rails, supports and means for maintaining the slideway on the supports, consisting of absorbing at least a portion of energy of a shock by tilting the slide of a position called "de in which at least two rails are offset from one vertical plane and at a horizontal plane, to a position known as in which at least two stringers tend to line up vertically.
  • the invention also relates to a safety barrier of implementation of the method and therefore intended to be arranged along traffic lanes, comprising, in operative position, at least one a slider secured to supports, the slider comprising at least two parallel horizontal rails associated with spacers, in which the slideway is connected to the supports by means of individual holding means each support in the rest position in which at least two smooth are offset from a vertical plane and a horizontal plane, the holding means being calibrated to yield in case of shock for that the slide in the rest position switches to the operating position wherein at least two rails are substantially aligned to a vertical plane.
  • the at least two smooth can be formed either by several independent pieces constituting each a smooth, or by a single profiled piece to form two reliefs constituting the smooth.
  • the smooth can consist of elements taken in the group of profiled metal parts, logs, composite materials, elements consisting of a wooden log combination metal core, or any other type of material.
  • the invention consists in multiplying the absorber devices of energy before or after the deformation of the columns.
  • the originality of the invention is to implement a method where the energy absorption is done before the deformation of the supports, or during this deformation of the supports, ie after this deformation of the supports, depending on the mechanical characteristics of the chosen materials. It consists of absorbing at least part of the energy of a shock by tilt the slide from a so-called “rest” position in which at least two rails are offset from a vertical plane and a plane horizontally, to a so-called “operating" position in which at at least two smooth tend to align vertically.
  • the energy absorption is done during the setting in position of the barrier in order to optimize the contact surface between the rails and the vehicle, the operating position in which initially the state of the art security barriers, namely that the Smooth is in the vertical plane in the rest position.
  • the method further comprises the step of communicating at least a portion of the residual energy following the impact to means for holding the slide on supports, by transmission to at least a deformable portion of these holding means.
  • the process further comprises the step of transmitting at least a portion of the residual energy following the shock to the supports.
  • This transmission of the resulting energy to the supports can intervene directly before or after the switchover according to the means of employees (for example, if the means of deformable part that can absorb some of the impact energy).
  • the torsion is first to bring the slide from a rest position to a position of operation, that is to say a maximum contact position between the rails and the vehicle.
  • the torsion is made after the deformation of the supports, thereby constituting an energy absorbing device additional to the devices of the state of the art.
  • the at least two smooth can be formed either by several independent pieces constituting each a smooth, or by a single profiled piece to form at least two reliefs constituting the smooth.
  • the rails may consist of metal parts, logs of wood, composite materials, combination of wooden log and a metal core, etc.
  • a safety barrier 10 according to the invention is represented in FIGS. 1 and 2, and comprises a vertical support 11, means for holding 12 and a slide 14.
  • the slideway 14 comprises two rails parallel 141 and 142 integral with each other via spacers 143 thus having a general shape of scale.
  • the slide 14 is connected to the vertical supports 11 by holding means 12 each support in a rest position in which the two smooth 141 and 142 are offset with respect to a vertical plane and a horizontal plane.
  • the holding means 12 are calibrated to yield in case of shock so that the slide 14 in the rest position switches in a operating position in which the two smooth 141 and 142 line up substantially in relation to a vertical plane.
  • the slide 14 is associated with the vertical supports 11 by 12 Spreaders Intermediate that Edittably Holds the Slide 14 in a position inclined relative to the horizontal.
  • the holding means comprise a spacer 121 and a bolt (not visible) said "fuse" calibrated which gives way in case of shock for that the spacer 121 disengages the vertical amount 11 to which it is subject.
  • the spacer 121 is pivotally associated with the slide 14 via an axis 123 parallel to the longitudinal direction of the slide 14.
  • the spacer 121 further comprises an absorption device of the tilting energy which keeps the slide 14 in the rest position in which it is inclined at an angle ⁇ with respect to a vertical plane V.
  • the energy absorption device of the tilting is consisting of at least one plate 125 sufficiently deformable under the shock stress to absorb some of the shock energy.
  • the plate 125 is either an integral part of the spacer, that is to say, it consists of the cutting on three sides of at least a part of a face of the spacer 121, a part added to the spacer 121 for example by welding.
  • the plate In the rest position ( Figure 1) the plate is at an acute angle even zero with the horizontal.
  • the edge 126 of the plate parallel to the rails and located opposite the edge 127 associated with the spacer 121 is in contact with the spacer 143 which rests on it and on the axis 123. These two points of contact are offset from the vertical, that is, they belong to two Parallel and distinct vertical planes. Thanks to this provision, the plan of the spacer 143 makes an angle ⁇ with a vertical plane and the rails 141 and 142 are inclined towards the top of the barrier 10.
  • the angle ⁇ and the position of the slide in the rest position therefore depend on the length of the plate 125 and the initial angle that this plate 125 made with the horizontal. In a preferred embodiment, chooses these parameters so that the angle ⁇ is between 15 ° and 50 °, and preferentially around 30 °.
  • Figure 2 shows the barrier of Figure 1 after a weak shock, or at the beginning of a violent shock.
  • the energy absorption device of the tilt 125 being calibrated to yield during a shock while opposing a resistance, the slide 14 has rocked according to the arrow F1 to an operating position in which is substantially vertical, that is to say that the plane passing through the two smooth is substantially parallel to a plane parallel to the supports vertical 11.
  • the tilting is obtained when the vehicle hits the outermost rail (here 142), that is to say the one that is farthest from the vertical supports 11.
  • the impact is in the direction of the arrow F c at the level the outermost point of the smooth 142.
  • the slide 14 being rotatably mounted on the axis 123 on each spacer 12 of the barrier 10, the slide pivots by pushing the plate 125 until the second smooth 141 comes into contact with the vehicle and is thus in the operating position.
  • the plate 125 is deformed according to the attachment edge 127 in absorbing the energy of a weak shock or part of the energy of a shock violent.
  • This energy absorbing device is the first element of the barrier to deform which allows slides 141 and 142 to move into operating position.
  • the deformable vertical supports participate in the absorption of the energy of a shock.
  • the spacers 12 employees are of indeformable type, that is to say that they play the simple role of keeping a minimum distance between slide 14 and the vertical supports 11. They transmit all the energy they receive the supports 11 which are deformable type.
  • the barrier 10 has suffered a violent shock at foreground.
  • the slide is in a vertical plane (position of operation) and the spacers 12 transmitted the energy of the shock to the brackets 11 that bent and disengaged from the slider by rupture fusible bolts (not visible). This release of the slide allows this one to play its role of strap necessary to accompany the vehicle accident and prevent it from being returned to the taxiway.
  • the slide 14 Downstream of the shock in the direction of circulation F2, the slide 14 is successively in operating position but still in solidarity with vertical supports 11, being tilted according to the arrow F3, and in rest position very downstream of the shock. The slide 14 is thus twisted. This Longitudinal torsion of the smooth 141 and 142 due to the shock contributed to absorption of some of the energy.
  • Figures 4 and 5 represent a variant of the barrier previously described.
  • the plate 125 is located on the upper face of the retractor 12. In this rest position, the slide is pointing downwards.
  • the tilting takes place until the two smooth 141 and 142 be in contact with the damaged vehicle, that is to say in a plane P substantially vertical.
  • Figures 6 and 7 show a variant in which the slider rails are formed by the one-piece profile 15. This profile thus determines two projections 151 and 152 constituting the smooth, and a core 153 constituting the zone of attachment to the spacers 143.
  • the spacer 17 is secured to the slide 19 and comprises a deformable part 171 and a deformable portion 172 bounded by three surfaces 172 a, 172 b and 172 c, a first vertical face 172 and coupled to the vertical support 11, another face 172 b forming an angle ⁇ with the first 172 and coupled to the slide 19 so that, during an impact, said deformable portion 172 is deformed and thus the slide 19 tilts from the rest position, in which it is inclined at an angle ⁇ relative to a vertical plane, to the operating position in which it is substantially vertical.
  • the deformable part 172 thus acts as a means of individual support to each support 11 in the calibrated rest position for give in case of shock for the slide 19 in the rest position to tip in an operating position in which at least two rails 191 and 192 substantially align with a vertical plane.
  • the deformable part of the spacers represented in the FIGS. 8 and 9 serve to authorize the tilting of the slide in position of operation while absorbing at least a portion of the energy.
  • the slide latch in the direction of the arrow F6 along the axis formed by the dihedral formed by the face 172 and face 172 b.
  • Spreaders used for the realization of the invention can be box type, namely dimensionally stable and transmitting fully the energy they receive at vertical uprights while preserving a minimum distance between the slide and these uprights.
  • the slide is twisted first to get into a vertical plane, then the spacers transmit the remaining energy to the uprights verticals that fold and dissociate from the slide that releases and plays a role of strap allowing the accompaniment, the slowing down and the stop of the accident vehicle without it being returned to the track of traffic and does not lead to a pileup.
  • Spacers used can also be of the absorber type of energy, that is to say comprising at least one more deformable part than the vertical supports.
  • deformable spacers There are several types of deformable spacers. We can cite especially those consisting solely of deformable elements which absorb at least some of the energy of the shock and that crash against the vertical supports, thus bringing the beam into contact with the supports which fold or not depending on the type of installation.
  • a spacer of this type consists of at least a part deformable and a non-deformable part allowing on the one hand to absorb least part of the impact energy, the deformable part being calibrated for to deform after the rotation of the slide and before any deformation vertical supports, and secondly to maintain a minimum distance, thanks to the indeformable part, between the smooth and the vertical supports 11 for the damaged vehicle does not collide with these supports 11.
  • the deformable part of spacers shown in Figures 8 and 9 is to authorize the tilting the slide to the operating position while absorbing at least some of the energy.
  • a vertical support 11 is associated with a slide 21 by via a spreader 23.
  • This spacer 23 is of the indeformable type and is fixed to the vertical support 11 by a fuse bolt 25 to yield in case of shock so that the slide 21 separates from the vertical supports and plays his role as a strap.
  • Fixing the spacer 23 to the slide 21 is rigid, that is to say that it does not give in case of shock.
  • the slide consists of spacers 211 intended for fasten three smooth 213, 214 and 215.
  • the spacers 211 have three vertexes defining a triangle joined by edges on which are fixed the smooth 213, 214 and 215 perpendicularly to the plane of the triangle.
  • the accident vehicle hits the most close to the taxiway on which the vehicle is rolling.
  • the vehicle hits the beam 213 in the direction of the arrow F7.
  • the energy is entirely transmitted to the retractor which tends to move according to the direction of arrow F7.
  • the spacer being dimensionally stable, it transmits energy to vertical supports 11 which bend. This deformation causes the rupture of the fusible bolt 25 and the slide is disengaged from the vertical supports 11.
  • the slide 21 in the rest position being free, it is twisted under the thrust of the vehicle and tilts in the direction of the arrow F8 in a position of operation in which the two smooth 213 and 214 line up substantially in relation to a vertical plane, thus presenting a surface maximum friction to the vehicle.
  • the beam 215 then constitutes a reinforcement that makes it possible to limit the lateral deformation (in the direction of arrow F7) of the slide, deformation may be dangerous in the traffic lane opposite to that where place the accident.
  • FIG. 1 A variant of this device is illustrated in FIG. which the spacers are associated with five rails 213, 214, 215, 216 and 217.
  • the slide has a more rigid structure and a significant friction surface to the vehicle.
  • the invention thus provides a device to replace the deformable spacers (alternative solution) or in combination with spacers deformable in order to increase the amount of energy absorbed, in particular but not exclusively in areas where vertical supports do not bend (river edge, tree-lined roadsides), etc., ie where crossing the barrier would be more detrimental than the shock against non-deformable vertical supports of the concrete wall type.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Signs Or Road Markings (AREA)
  • Bridges Or Land Bridges (AREA)
  • Processing And Handling Of Plastics And Other Materials For Molding In General (AREA)
  • Air Bags (AREA)
  • Wrappers (AREA)
EP04292504A 2003-11-18 2004-10-21 Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür Expired - Lifetime EP1533423B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
SI200430991T SI1533423T1 (sl) 2003-11-18 2004-10-21 Postopek za absorbiranje udarcev ob varnostno ograjo za prometne poti in varnostna ograja zanj
PL04292504T PL1533423T3 (pl) 2003-11-18 2004-10-21 Sposób pochłaniania uderzeń o barierę ochronną na drogach i bariera z wykorzystaniem tego sposobu

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0313475 2003-11-18
FR0313475A FR2862320B1 (fr) 2003-11-18 2003-11-18 Procede d'absorption de chocs contre une barriere de securite pour voies de circulation et barriere de securite de mise en oeuvre

Publications (2)

Publication Number Publication Date
EP1533423A1 true EP1533423A1 (de) 2005-05-25
EP1533423B1 EP1533423B1 (de) 2008-09-24

Family

ID=34430006

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04292504A Expired - Lifetime EP1533423B1 (de) 2003-11-18 2004-10-21 Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür

Country Status (9)

Country Link
EP (1) EP1533423B1 (de)
AT (1) ATE409251T1 (de)
DE (1) DE602004016717D1 (de)
DK (1) DK1533423T3 (de)
ES (1) ES2314353T3 (de)
FR (1) FR2862320B1 (de)
PL (1) PL1533423T3 (de)
PT (1) PT1533423E (de)
SI (1) SI1533423T1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1947245A1 (de) 2007-01-15 2008-07-23 Sec Envel Leitplanke für Fahrbahnen, Installationsverfahren und Verfahren zur Dämpfung eines Aufpralls gegen eine solche Leitplanke
ES2397894R1 (es) * 2011-04-20 2013-03-26 Uriarte Juan Jose Maria Gonzalez Amortiguador elastoplastico para sistemas de contencion de vehiculos y sistema de contencion que lo incluye
WO2014033701A1 (en) * 2012-08-28 2014-03-06 Lebel Shlomo Hinged, upwardly rotating guard rail
CN115463907A (zh) * 2022-10-19 2022-12-13 东莞仕达通自动化有限公司 一种利用直线电机高加减速特性来除尘的设备及方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109024118B (zh) * 2018-08-21 2020-11-17 安徽三江建设工程有限公司 一种道路安全防护方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3589681A (en) * 1970-05-11 1971-06-29 Bethlehem Steel Corp Guardrail assembly
DE2461942A1 (de) * 1974-01-09 1975-07-17 Voest Ag Leitplanken
DE2547543A1 (de) * 1974-10-24 1976-04-29 Vmw Ranshofen Berndorf Ag Leitschiene mit im abstand hinter ihr angeordneter zugbandsicherung
DE2642475A1 (de) * 1975-10-14 1977-04-21 Voest Ag Leitplanke
EP0356686A1 (de) * 1988-08-03 1990-03-07 METALMECCANICA FRACASSO S.p.A. Leitplankenanordnung
EP0708206A1 (de) 1994-10-17 1996-04-24 CENTRO ACCIAI S.p.A. Halbsteife Leitplanke mit Lage-Korrektur und kontrollierte Dissipation der Aufprallenergie

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3589681A (en) * 1970-05-11 1971-06-29 Bethlehem Steel Corp Guardrail assembly
DE2461942A1 (de) * 1974-01-09 1975-07-17 Voest Ag Leitplanken
DE2547543A1 (de) * 1974-10-24 1976-04-29 Vmw Ranshofen Berndorf Ag Leitschiene mit im abstand hinter ihr angeordneter zugbandsicherung
DE2642475A1 (de) * 1975-10-14 1977-04-21 Voest Ag Leitplanke
EP0356686A1 (de) * 1988-08-03 1990-03-07 METALMECCANICA FRACASSO S.p.A. Leitplankenanordnung
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 (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1947245A1 (de) 2007-01-15 2008-07-23 Sec Envel Leitplanke für Fahrbahnen, Installationsverfahren und Verfahren zur Dämpfung eines Aufpralls gegen eine solche Leitplanke
ES2397894R1 (es) * 2011-04-20 2013-03-26 Uriarte Juan Jose Maria Gonzalez Amortiguador elastoplastico para sistemas de contencion de vehiculos y sistema de contencion que lo incluye
WO2014033701A1 (en) * 2012-08-28 2014-03-06 Lebel Shlomo Hinged, upwardly rotating guard rail
CN115463907A (zh) * 2022-10-19 2022-12-13 东莞仕达通自动化有限公司 一种利用直线电机高加减速特性来除尘的设备及方法
CN115463907B (zh) * 2022-10-19 2024-04-12 东莞仕达通自动化有限公司 一种利用直线电机高加减速特性来除尘的设备及方法

Also Published As

Publication number Publication date
ES2314353T3 (es) 2009-03-16
ATE409251T1 (de) 2008-10-15
PT1533423E (pt) 2008-12-24
FR2862320B1 (fr) 2006-02-03
PL1533423T3 (pl) 2009-06-30
FR2862320A1 (fr) 2005-05-20
DK1533423T3 (da) 2009-02-09
SI1533423T1 (sl) 2009-04-30
EP1533423B1 (de) 2008-09-24
DE602004016717D1 (de) 2008-11-06

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