EP1918460B1 - Improved system for contention of lateral vehicle impact, with a high capacity of contention and of energy absorption - Google Patents

Improved system for contention of lateral vehicle impact, with a high capacity of contention and of energy absorption Download PDF

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Publication number
EP1918460B1
EP1918460B1 EP07380104A EP07380104A EP1918460B1 EP 1918460 B1 EP1918460 B1 EP 1918460B1 EP 07380104 A EP07380104 A EP 07380104A EP 07380104 A EP07380104 A EP 07380104A EP 1918460 B1 EP1918460 B1 EP 1918460B1
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EP
European Patent Office
Prior art keywords
post
rail
vehicle
impact
rigid
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.)
Active
Application number
EP07380104A
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German (de)
English (en)
French (fr)
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EP1918460A1 (en
Inventor
Antonio Amengual Pericas
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.)
Hierros y Aplanaciones SA
Original Assignee
Hierros y Aplanaciones SA
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
Priority claimed from ES200602775A external-priority patent/ES2270740B2/es
Application filed by Hierros y Aplanaciones SA filed Critical Hierros y Aplanaciones SA
Priority to SI200730504T priority Critical patent/SI1918460T1/sl
Priority to PL07380104T priority patent/PL1918460T3/pl
Publication of EP1918460A1 publication Critical patent/EP1918460A1/en
Application granted granted Critical
Publication of EP1918460B1 publication Critical patent/EP1918460B1/en
Priority to CY20111100195T priority patent/CY1111255T1/el
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E01F15/025—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
    • 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
    • E01F15/0461—Supports, e.g. posts

Definitions

  • the present invention refers to a series of structural features added to a system for lateral contention of vehicle impact, with a high capacity of contention and energy absorption applicable as a road safety measure such as the safety barriers and side rails, that are used at the edges and median strips of roads.
  • the base plate of the post has frontal orifices, preferably four, mutually parallel and rear-side orifices, preferably two, mutually parallel and all of them transversally elongated, that is, perpendicular to the barrier, and contained in the same horizontal plane and perpendicular to the barrier. All said holes are crossed through by anchoring bolts that serve to affix the base plate of the post to the anchoring plate while leaving certain clearance to allow a relative transversal movement between the base plate of the post and the anchoring bolts. Additionally, over the base plate there is a positioning template or form that serves to fix the post and positioning it in place when is first assembled and allows for some controlled movement of the leg that enables it to move away sufficiently so as to not break upon impact.
  • This flat bar or strap comprises a wing set at a 90° angle that has in its base one or more elongated openings, preferably having a rectangular shape through which bolts can be driven to affix the structure to the anchoring plate, and having one or more little arms or prongs, preferably two that withstand the impact of the vehicle by bending and allowing for the controlled and sufficient displacement so the structure does not to break upon impact.
  • the inner clamps that serve to affix the rails to the post have square openings through which spherical or round-headed screws or bolts with square stems will be pressure driven. These openings will be made, preferably, in such a manner that the side walls of each square window opening exert pressure on the side faces of the square stem of the screw or bolt that is secured with the corresponding nut and washer through the post.
  • the spacing element placed between the post and the rail is a high capacity shock absorbing set capable of absorbing high energy and that comprises one or several hollow tubular elements having, preferably, a square or rectangular section of equal length, which axis are preferably oriented horizontally and perpendicular to the system, preferably with the horizontal axis of their bases aligned and placed approximately at the same height that the horizontal axis that runs through the middle of the rail, with said hollow tubular element or elements affixed to their corresponding flat bar or to the inner or external part, preferably to both, of their corresponding "U", "C” or “sigma” shaped profiles, that are preferably opened, to serve as common base, and are also provided with affixing elements to secure them to other third elements, the whole set up arranged as a sandwich and in turn secured in its entirety between the vertical support element that also serves as affixing element, or post, and to the shock absorbing element or rail.
  • a high capacity shock absorbing set capable of absorbing high energy and that comprises one or several hollow
  • the flat bar has openings - "windows"- that are preferably square or rectangularly shaped that match the inner part of each of the hollow tubular elements, an arrangement that allows access, through the hollow internal part of the tubular elements, to the point where the shock absorber is joined to the post through the other flat bar, that has several holes of preferably square section drilled into it.
  • the hollow tubular elements have on the surface notches or slots having triangular, trapezoidal or semicircular section, that are preferably mutually parallel and positioned perpendicular to the axis of the tubular element, facing the inner or outer side, or in an alternating sequence, in order to facilitate and guide the folding of the hollow tubular element in case of it sustaining an impact from a vehicle and thus to lessen the effects of said impact on the vehicle itself.
  • the section of the hollow tubular elements is, preferably, square, rectangular or circular and said elements are arranged between the vertical support element that also serves as affixing element or post and the horizontal impact sustaining element or rail, with the centers of their respective axis preferably aligned, although they can also be placed in the same manner but non-aligned, with rotated on their own axis.
  • the system described in EP 1 624 111 has a safety cable system to keep the post joined to one or several of the rails.
  • This safety cable system has two grommets in each end with coupling sleeves or sockets to secure and tighten it, that serve to join, preferably, the upper clamp and the post, in such a manner that the cable is fixed to the post through one of the grommets that fits over and through a bolt, having preferably an spherical or rounded head with its corresponding nut and washer, and into the oval holes, with the major axis running vertically, that has been placed in the flat side of the post.
  • the affixing to the clamp is done with the grommet at the other end, that is also formed by a coupling sleeve and washer, in such a manner that the grommet fits over and trhough the bolt, nut and washer, and the cylindrical socket with conical head is introduced trhough the oval hole of the clamp, that has its major axis running horizontally precisely so that the socket can be inserted in that sense and then when rotated it abuts against the walls of the oval hole and the washer acts as abutting end, securing the socket firmly in place.
  • the frontal plate of the post and consequently, also in the wings of the "U" shaped profile of the leg of the post that are affixed to it, and at the level of the first, or lower, rail, is tapered, preferably forming a trapezoidal shape, that serves to house the shock absorbing kit, while also serving to reduce the distance between the lower rail and the other rails, and the vertical of the post, and therefore, the space made available to contain the deformation of the shock absorber.
  • EP1566486 describes a barrier with an upper rail above a base rail and integrated with support a unit, slightly inclined toward the traffic side, which is adapted to be connected, with breaking capability under the effect of an impact, to an upper end of a connection arm which is notably inclined away from the traffic side.
  • This arm is adapted to be engaged in an internal section of a support post and it is displaced upwards under the effect of the impact.
  • the disclosed device does not foresee the inclusion of intermediate rails between the upper and the lower rail.
  • US6595715 aims to disclose a post to be used in road barriers which does not make use of spacer blocks to join said post and a rail.
  • spacer blocks [between the posts and the rails] have a number of inherent disadvantages including the requirement of a separate mounting step and hardware to secure the block to the post before the guiderail can be secured thereto.
  • This document describes an integral one-piece metallic guiderail post comprising a contoured leg portion and vertically offset upper end portion onto which a guiderail can be selectively secured.
  • the contoured upper end portion has a vertically oriented rail-mounting surface with an angularly inclined front surface extending therefrom.
  • Elongated support flanges extend from the contoured leg and vertically offset portions in spaced parallel relation to one another.
  • the vertical offset rail engagement portion partially overlies the leg portion effectively transferring vertical impact load on the vertical offset rail portion to the leg portion for ground mounting engagement.
  • shock absorbers combining a rigid element and a deformable structure in systems of contention of lateral vehicle impact between the rail and the posts is known from EP1693518 that discloses a spacer shock absorber incorporating a rigid element located between a deformable structure and the post and the rigid element being fixed to the post and the deformable structure being fixed to the rail.
  • DE 10326414 discloses a spacer shock absorber with a rigid element located between a deformable structure and the rail.
  • EP1693518 and FR2660677 disclose a tie fixed to the posts of a system of contention of vehicle impact.
  • the tie has to be fixed to the front face of each post.
  • JP 2001234515(A ) provides a support of a guard fence for a roadway, in which plastic deformation in the case of the collision of an automobile is conducted smoothly at all times and to which a design corresponding to a landscape at the place of installation can be applied easily and which can also be installed at a medial strip held by roadways.
  • a support of the guard fence which has a base disposed in upright on a felloe guard along the roadway and fixed onto the ground cover by anchor bolts, and a support body being integrally formed on the base and having supporting sections for cross beams on the roadway side while the base is plastically deformed so that the whole is tilted to the reverse side to the roadway without depending upon the buckling deformation of the support body when the automobile collides with the cross beams.
  • the present invention refers to a series of structural features added to a system for lateral contention of vehicle impact of the kind comprising rails and vertical posts.
  • Figure 1 and 2 show a side impact vehicle detention system with great detention and energetic absorption capacity having a plurality of vertical posts (2), at least two levels of rails (1) (1') (1"), a spacer- shock absorber element (3) and a tie element(4).
  • the post (2) is preferably configured by a frontal plate (11), a base plate (18) and a leg or posterior support (12) that in turn may be configured by one or more elements that, due to how they are conceived and arranged, absorb and transmit well the traction and bending forces, and their sveltness serves to attain a smaller working width (this width results from adding to the greater transversal deformation of the system during the vehicle impact the width of the system itself), which is considered as a favorable circumstance in what regards impacts, since the forces are transmitted from the upper part to the lower part, or in other words, the loads are better transmitted to the base (18) and from the base to the ground (16) to which the post is anchored, resulting in a highly efficacious elastoplastic behavior.
  • the post (2) is configured in such a manner that the frontal face or frontal plate (11) of the post (2) forms dihedral angle or fold (15) at a certain height, preferably at mid-height, oriented towards the side facing traffic, so as to divide the face or frontal plate (11) of the posts is two segments, a lower vertical segment that is slightly tilted towards the area of impact, and the other an upper tilted segment continuous to the previous segment.
  • the first lower segment arises either from the base (18) or from the nose of the base, and is vertical up to the height of the fold (15) and , from that point on and until it reaches the upper segment or top of the post(2), the second segment or upper segment of the frontal face (11) forms an acute angle (15) with the vertical plane causing the frontal face (11) to be closer to the traffic side as the tilt angle increases to the head of the post, which is then the point closer to the traffic (2).
  • the leg, or element over which the post is assembled (12) of the post (2) is configured in a manner coherent with the presence of the fold or dihedral angle(15) of the frontal face or plate (11) of the post, said leg (12) may itself comprise one or several assembled parts in such a manner that in case of it being made in one piece, said sole piece must adopt the same fold or acute dihedral angle (15) as the frontal face (11), where said frontal face may be a solidarious part of the leg or support (12) and, if the leg or support (12) comprises two or more parts, the whole of it must adapt to the arrangement and placement of the frontal plate (11) in what pertains to the position of the dihedral angle (15) at a certain height.
  • the spacer- shock absorber element (3) is placed, in the manner of the filling of a sandwich, between one external and independent horizontal element intended to receive impacts, such as the rail or profile, preferably the lower one (1), and another external and independent vertical element intended to serve as support and retention, such as the post (2).
  • Figures 4a and 4b show in more detail two different configurations of the parts of the spacer-shock absorber (3) which comprises, in the horizontal direction that is perpendicular to the system, by two differentiated parts: the rigid part (19) and the deformable part (20).
  • the rigid part (19) comprises a metal element or profile bar, preferably tubular and hollow (7) having its longitudinal horizontal axis parallel to the system, and having, preferably, a square or rectangular section, with one of its vertical faces resting completely on the frontal face or plate (11) of the post (2), and to that effect, said face of the tubular element (7) has had holes (9) drilled on its surface to provide a through passage for the screw that will secure it to the frontal face (11) of the post (2) and having the other vertical face, opposing the previous face, solidly joined to the tubular elements (5) that comprise the deformable part (20).
  • the deformable part (20) is comprised by one or several hollow metal tubular elements (5) having the same length.
  • the section of the hollow metal tubular elements (5) is, preferably, square, rectangular or circular and the elements are arranged with their axis mutually parallel, perpendicular to the system and having their upper and lower faces parallel to the horizontal plane, showing on said faces notches or taperings (8) preferably oriented towards the outside, the inside or alternating the outside and inside orientations on the tubular element, and joined together by their anterior part, preferably by a metal plate or flat rectangular bar (6), or by a metal profile shaped as a "U", "C” or “sigma", or by a hollow metal tubular profile with drill holes (10) on its surface that will serve as through passages for the screw that will bolt it to the rail (1), and the tubular elements (5) are joined together by its anterior part by means of a lateral vertical face of the metal element that is preferably tubular (7) and is the rigid part (19) of the spacer-shock absorber element (3), to which these elements are solidly affixed, preferably by having welded them.
  • the mechanical properties of the hollow metal elements, preferably tubular (7) that comprise the rigid part, and the hollow metal tubular elements (5) of the deformable part comprising the spacer- shock absorber element (3), relative to the wall thickness or relative to their mechanical resistance, are considerable different, and therefore their behavior under a given force is also different.
  • the wall of the tubular elements (5) of the deformable part (20) is thinner and/or is configured by a material having less resistance than the hollow element, preferably tubular (7) that comprises the rigid part (19), and therefore, when a light or passenger vehicle impacts against the rail (1) the rail transmits the forces sustained to the spacer- shock absorber element (3) and the hollow tubular elements (5) of the deformable part (20) fold over themselves and collapse, and the metal rigid element, preferably tubular (7) of the rigid part (19) stays without having deformed at all, or very slightly, son in essence it works as a distancing element.
  • the spacer- shock absorber element (3) is then configured by a rigid element that is preferably tubular and hollow (7), one or several metal tubular deformable or collapsible elements (5) provided with notches (8) and a metal plate or flat bar (6) that is preferably rectangular.
  • the spacer- shock absorber element (3) can be configured in the system, according to the direction perpendicular to the system in a manner opposite as the one described above, by alternating the rigid parts (19) and the deformable parts (20) (see Figure 4a ), so the metal plate or flat bar (6) of the deformable part (20) is actually the part affixed to and completely supported by the vertical post (2) and one of the side faces of the metal rigid element, preferably tubular and hollow (7) of the rigid part (19) will be affixed to the horizontal rail (1) (see Figure 4b ).
  • the tubular elements (5) of the deformable part (20) act as absorption pivots, adding a greater area of absorption to the contention system as well as adding greater capacity to channel and distribute the energy absorbed by the structure of the absorbing element (3).
  • the tubular elements (5) of the deformable part (20) of the spacer- shock absorber element (3) fold exactly by the notches or taperings (8), like an accordion, endowing the contention system with a certain capacity of deforming in a similar manner with each impact of a vehicle, and thus avoiding unforeseen behaviors, and facilitating the function of redirectioning the vehicle, while also lengthening the life of the remaining elements that comprise the contention system.
  • the rigid part, preferably tubular and hollow (7) of the rigid part (19) remains undeformed or only slightly deformed during the impact of a light vehicle.
  • the other phenomenon that occurs is that the rigid element, preferably tubular and hollow (7) of the rigid part (19) of the spacer- shock absorber element (3), is totally or partially crushed in a rhomboidal or parallelogram shape, depending if the section of the tubular element (7) is respectively square or rectangular.
  • both parts of the spacer element may be deformed and collapse.
  • This tie (4) is shaped as a strip or flange plate having a section, preferably constant, flat or slightly curved and affixed to the frontal face or plate (11) of the post (2) preferably by nuts and bolts (13) that pass through successive holes (14) made to that effect on the surface of the frontal face or plate (11) of the post and through the corresponding holes (21) made on the tie or strap (4).
  • the tie (4) can be placed behind the frontal face or plate (11) of the post, in direct, or very near contact to it by making the tie (4) go through completely through a hole or hollow (17) at the leg or support structure (12) of the post, made to that precise effect (see Figure 3 and Figure 5a ).
  • the tie (4) can also be placed from the frontal side and be in direct contact with the frontal face or plate (11) of the post (see Figure 5b ).
  • the post (2) transmits rigidly part of the forces caused by the collision to the elements that anchor the system to the ground or substrate (16) located at the base (18) of the post and the rails (1; 1': 1") also transmit rigidly part of said forces to the elements that join them together and to the post, and both joining elements, those joining the post to the anchoring plate and those joining the post to the rails may fall or break apart.
  • the tie (4) since the tie (4) is not stressed and its section module is very small, since is a flat, or only very slightly curved strap, the tie (4) does deform easily, buckling or holding, but without transmitting rigidly the forces sustained to the joining elements (13) securing the tie (4) to the frontal plate (11) of the post (2), and therefore these joining elements (13) do not break, and the posts (2) remain attached to the system by said ties (4), even when the joining elements of rails and anchoring have given out and been released. In this manner, knowing that the impact from a heavy vehicle may break the anchoring joints of only a specific number of posts, the posts that are released are still secured to the tie (4) and this tie (4) is secured to the terrain (16) by the posts that have not been released.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Bridges Or Land Bridges (AREA)
EP07380104A 2006-10-31 2007-04-13 Improved system for contention of lateral vehicle impact, with a high capacity of contention and of energy absorption Active EP1918460B1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SI200730504T SI1918460T1 (sl) 2006-10-31 2007-04-13 Izboljĺ ani blaĺ˝ilni sistem za stranski nalet vozila z visoko sposobnostjo zadrĺ˝evanja in absorbcije energije
PL07380104T PL1918460T3 (pl) 2006-10-31 2007-04-13 Ulepszony system do powstrzymywania bocznego uderzenia pojazdu, o dużej zdolności powstrzymywania i pochłaniania energii
CY20111100195T CY1111255T1 (el) 2006-10-31 2011-02-16 Βελτιωμενο συστημα για περιστολη πλευρικης προσκρουσης οχηματος, με μια μεγαλη ικανοτητα περιστολης και απορροφησης ενεργειας

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ES200602775A ES2270740B2 (es) 2004-08-04 2006-10-31 Mejoras introducidas en la patente de invencion p 200401947 por sistema de contencion de impactos laterales de vehiculos, con alta capacidad de contencion y de absorcion energetica.

Publications (2)

Publication Number Publication Date
EP1918460A1 EP1918460A1 (en) 2008-05-07
EP1918460B1 true EP1918460B1 (en) 2010-11-17

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ID=38871610

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07380104A Active EP1918460B1 (en) 2006-10-31 2007-04-13 Improved system for contention of lateral vehicle impact, with a high capacity of contention and of energy absorption

Country Status (10)

Country Link
EP (1) EP1918460B1 (es)
AT (1) ATE488643T1 (es)
CL (1) CL2007000879A1 (es)
CY (1) CY1111255T1 (es)
DE (1) DE602007010568D1 (es)
DK (1) DK1918460T3 (es)
PL (1) PL1918460T3 (es)
PT (1) PT1918460E (es)
SI (1) SI1918460T1 (es)
WO (1) WO2008053054A1 (es)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0717841D0 (en) * 2007-09-13 2007-10-24 Highway Care Ltd Barrier system
EP2514876A1 (en) * 2012-05-03 2012-10-24 Tata Steel UK Ltd Safety fence and post for safety fence

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2660677A1 (fr) * 1990-04-10 1991-10-11 Pomero Claude Dispositif de renfort de glissiere de securite metallique.

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2013716A (en) * 1934-08-04 1935-09-10 Mcfadden Dennis Highway safety guard
US4289301A (en) * 1978-10-13 1981-09-15 Nippon Light Metal Company Limited Post for a guard rail
GB2195385B (en) * 1984-04-13 1989-01-18 Vincent Michael Demarest Vehicle crash barriers
JP3700521B2 (ja) * 2000-02-22 2005-09-28 日本軽金属株式会社 車道用防護柵の支柱
US6595715B1 (en) * 2002-03-20 2003-07-22 Dominick J. Cortell Guiderail post
FR2843762B1 (fr) * 2002-08-20 2011-07-29 Jean Claude Frederic Dupuis Barriere de securite pour voies de circulation de vehicules, comprenant des ecarteurs deformables
AT413830B (de) * 2003-01-27 2006-06-15 Voestalpine Krems Finaltechnik Rückhaltesystem an fahrbahnrändern
DE10326414B3 (de) * 2003-06-12 2004-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg Schutzplankenstrang
FR2866662B1 (fr) * 2004-02-23 2006-04-21 Profil R Dispositif de retenue pour glissiere de securite
ES2220238B2 (es) * 2004-08-04 2006-02-16 Hierros Y Aplanaciones, S.A. (Hiasa) Sistema de contencion de impactos laterales de vehiculos, con alta capacidad de contencion y de absorcion energetica.
DE502005004185D1 (de) * 2005-02-21 2008-07-03 Spig Schutzplanken Prod Gmbh Schutzplankenstrang

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2660677A1 (fr) * 1990-04-10 1991-10-11 Pomero Claude Dispositif de renfort de glissiere de securite metallique.

Also Published As

Publication number Publication date
SI1918460T1 (sl) 2011-04-29
PT1918460E (pt) 2011-02-22
WO2008053054A1 (es) 2008-05-08
ATE488643T1 (de) 2010-12-15
PL1918460T3 (pl) 2011-05-31
DE602007010568D1 (de) 2010-12-30
DK1918460T3 (da) 2011-03-07
EP1918460A1 (en) 2008-05-07
CL2007000879A1 (es) 2008-01-25
CY1111255T1 (el) 2015-08-05

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