EP1927700A1 - Sicherheitsbarrieren für Fahrzeuge - Google Patents

Sicherheitsbarrieren für Fahrzeuge Download PDF

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Publication number
EP1927700A1
EP1927700A1 EP07121026A EP07121026A EP1927700A1 EP 1927700 A1 EP1927700 A1 EP 1927700A1 EP 07121026 A EP07121026 A EP 07121026A EP 07121026 A EP07121026 A EP 07121026A EP 1927700 A1 EP1927700 A1 EP 1927700A1
Authority
EP
European Patent Office
Prior art keywords
rail
end anchor
vehicle safety
safety barrier
anchor 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.)
Withdrawn
Application number
EP07121026A
Other languages
English (en)
French (fr)
Inventor
Michael Richard Lawrence
Christophe Bastien
Martin Jeffrey Batchelor
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.)
Corus UK Ltd
Original Assignee
Corus UK Ltd
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 Corus UK Ltd filed Critical Corus UK Ltd
Publication of EP1927700A1 publication Critical patent/EP1927700A1/de
Withdrawn legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements
    • 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
    • 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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands

Definitions

  • the present invention relates to vehicle safety barriers.
  • Vehicle safety barriers for road use typically comprise one or more horizontal rails supported by posts spaced along the roadside. If a vehicle leaves the roadway for some reason, it impacts the rail and is restrained. Such barriers are a common sight on roads (etc) and are often referred to generically as "Armco".
  • barriers are used routinely where there are sensitive or dangerous structures or areas near to the roadway.
  • An example is a support for a bridge over the roadway; if a vehicle were to leave the roadway and impact the bridge support then a potentially serious incident could result.
  • a barrier serves to deflect the vehicle away from a course that would otherwise result in an impact.
  • an end anchor for a vehicle safety barrier comprising a block of material having a front face and a fixing point for a rail at one end thereof, the front face and/or the fixing point being arranged to dispose a rail attached to the fixing point at an angle to the front face.
  • This has the advantage of simplicity in terms of construction and resilience to damage.
  • the angled presentation of the front face in combination with a rail attached to the fixing point will cause an impacting vehicle to be deflected from its path so as to strike the anchor with a glancing blow, at worst.
  • Previous anchor designs have either been very harsh in an impact, or have concentrated on offering a controlled deformation to minimise both the damage to an impacting vehicle and the deceleration imposed thereon.
  • the latter approach results in an anchor that is complex and therefore either relatively expensive, or difficult to install, or both.
  • the present invention departs from this approach and seeks to provide a robust anchor that is sufficiently gentle under impact.
  • the material of the anchor can be metallic, concrete, wood, or a polymeric material such as polystyrene.
  • the block can be solid, or it can have internal apertures to reduce the amount of material required and reduce the overall weight of the anchor.
  • Polymeric blocks can be formed in a lattice structure for ease of manufacture.
  • the front face is preferably arranged by making at least part thereof arcuate. This allows the front face to curve gently from the fixing point to provide the necessary angled presentation to the traffic flow.
  • the front face could be substantially flat, but at an acute angle to the traffic flow, such as by being at an acute angle to a rear face of the anchor.
  • the front face of the anchor can have a lower section and an upper section and a step therebetween, the lower section being at least partly arcuate and protruding beyond the upper section over at least part of its length. This can allow for the lower portion of the front face to act as a deflector for the vehicle, making contact with the suspension structures thereof to push the vehicle away from the anchor with lesser impact on the passenger cell.
  • the fixing point can be on the upper section, preferably on a region that is level with the lower section.
  • the end anchor preferably has a fixing means to secure it to the ground. This can comprise one or more holes (such as two or three) for receiving corresponding posts set in the ground. However, if the anchor is sufficiently heavy then these could be omitted.
  • the present invention also provides a vehicle safety barrier, consisting of an elongate rail, a plurality of supports for the rail, and an end anchor as defined above for supporting an end section of the rail.
  • the rail is preferably attached to the end anchor once installed. However, they are likely to be supplied separately.
  • the rail preferably extends alongside the end anchor to the fixing point thereon. This causes an impacting vehicle to be shepherded along the anchor rather than directly towards it, with self-evident benefits.
  • the rail is also preferably fixed to the end anchor at a tangent to an arcuate surface thereof.
  • the rail can be a standard a W section, a standard open box beam, or any other rail section.
  • a further rail of a different shape to the first rail can continue after the end anchor, so that the anchor defines a joint between different rail section types. In this way, the anchor will provide the necessary longitudinal restraint to the first rail.
  • Figure 1 shows the first employment of this invention from above.
  • a standard w-section rail 10 is supported by the plurality of posts 12 along its length prior to the end 14 of the rail 10.
  • the rail 10 ends prior to a large concrete structure 16 such as a bridge support.
  • the invention is equally applicable to situations where the w-section rail 10 (or other form of vehicle safety barrier) terminates in favour of a differently-rated rail.
  • Such so-called “transitions” are common at for example the start of bridges where a light gauge safety barrier gives way to a stiffer and stronger barrier intended to restrain vehicles from falling off the bridge.
  • the transition between the two rails represents a particularly hard point in the safety barrier, and vehicles that have impacted the lighter gauge barrier shortly before the transition need to be protected from impact with the end of the heavier gauge barrier.
  • vehicle safety barriers such as those shown in figure 1 tend to operate by shearing (or becoming detached from) the posts 12, at which point the barrier 10 forms an elastic string acting on the side of the vehicle.
  • the rail 10 is pushed back from its original position, and this creates a tension in the barrier which acts on the vehicle so as to return it to the carriageway and restrain its departure.
  • This force, and the retardation caused by running the vehicle along the barrier serve to prevent excessive departure of the vehicle from the roadway and decelerate it towards a halt.
  • This effect depends on the rail being able to sustain a tensile force, which (in turn) requires the rail either to be of infinite length or to have a firm anchor at its end which is able to absorb those forces.
  • Figure 1 shows the end anchor 18 of the first embodiment.
  • This consists of a large concrete block having a planar rear surface 20 and a planar end surface 22 transverse thereto.
  • the planar rear surface 20 is generally parallel to the rail 10 and the planar end surface 22 is generally perpendicular thereto.
  • a curved front surface 24 extends from the front tip of the end surface 22 to the frontmost portion of the planar rear surface 20.
  • the front surface 24 is gently curved so as to give the block a convex shape.
  • Three vertical holes 26 are formed in the block 18 to accept three corresponding posts, to fix the block 18 in place.
  • the posts are driven through the holes into the ground to secure the block 18 in place.
  • the rail 10 is then fastened to the front surface 24 of a concrete anchor, near to the corner with the end surface 22 so that, over a short length, the barrier 10 runs alongside the convexly curved surface 24.
  • a car that impacts the rail 10 ahead of the block 18 will therefore deflect the rail 10 backwards, and the tensile force therein will be overcome by the block 18. If the car continues in its trajectory so as to reach the block 18, it will impact the curved front surface 24 and be deflected out of the way of the solid structure 16 in a manner that is gentler than if it had been allowed to impact the structure 16.
  • Figure 2 shows a perspective view of the anchor 18, for which it can be seen that the height of the block 18 is a little more than the typical fixing height of the rail 10. It can be seen that the end 14 of the rail 10 is bolted to the block so as to provide the necessary anchor. This can be done by setting a bolt or other threaded member in to block whilst the block is being preformed or cast, or by pre-drilling the block and fitting a threaded insert and then bolting the rail 10 into the threaded insert.
  • the rail 10 can either be bolted directly to the rail as shown, or by way of an intermediate crush structure. If suitable pre-formed bolt holes are already present in this section of the rail 10 then they can be used, otherwise it will be necessary to drill through the rail 10, paint fresh galvanising coat on the rail, and then bolt the rail to the block 18.
  • Figure 3 shows a second embodiment of the present invention in which a block 28 is formed in the same general manner as the block 18 of figures 1 and 2, but has a stepped front surface 30 that is divided in to an upper section 32 and a lower section 34. These are delineated by a step 36, according to which the upper section 32 of the front face 30 is set further back from the lower section 34. This step ends shortly before the fixing point 38 between the rail 10 and the block 28, and thus the fixing point 38 is on a part of the upper section 32 which is level with the lower section 34.
  • the lower section 30 projects forward of the upper section 32 and thus forms a deflector for an impacting vehicle.
  • This deflector is generally located below the rail 10 and will thus impact the relatively hard suspension and chassis elements of the vehicle, thereby pushing it out of harms way without imposing an excessive deformation on to the passenger cell.
  • Figure 4 shows a third embodiment of the present invention in which the block 40 is made of a polymeric material, in this case polystyrene.
  • a lattice pattern is extruded, made up of horizontal, vertical and angled internal members 42 so that the lattice is made up of a large number of triangular shapes, which of course offer the greatest tensile loading capability.
  • Several of these lattice patterns are then assembled into a larger shape as shown in figure 4, connected by adhesives or otherwise.
  • Other polymeric materials might be connected by adhesive, by welding, or by mechanical interconnection.
  • the block 40 has the same general external shape as that shown in the first embodiment with a flat rear face 42, a flat end face 44 generally transverse to the rear face 42 and a convexly curving front face 46 that extends from a front corner 48 with the end face 44 to the rear corner 50 with the rear face 42.
  • the item could be extruded as one part, but its size is likely to militate against this.
  • flat sheets of polymeric material could be assembled as necessary.
  • the front corner 48 is reinforced with a non-latticed solid section 52 behind it, either by extruding a solid polymeric section or by post-filling the lattice cells with a suitable reinforcement material such as additional polystyrene.
  • a suitable reinforcement material such as additional polystyrene.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Bridges Or Land Bridges (AREA)
EP07121026A 2006-11-24 2007-11-19 Sicherheitsbarrieren für Fahrzeuge Withdrawn EP1927700A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0623420A GB2444061A (en) 2006-11-24 2006-11-24 Vehicle safety barriers

Publications (1)

Publication Number Publication Date
EP1927700A1 true EP1927700A1 (de) 2008-06-04

Family

ID=37636411

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07121026A Withdrawn EP1927700A1 (de) 2006-11-24 2007-11-19 Sicherheitsbarrieren für Fahrzeuge

Country Status (2)

Country Link
EP (1) EP1927700A1 (de)
GB (1) GB2444061A (de)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1452875A (en) * 1920-03-22 1923-04-24 George E Healy Street safety zone
US2004026A (en) * 1933-08-14 1935-06-04 Wooten George Riley Guard
DE3742356A1 (de) * 1987-12-14 1989-06-29 Sps Schutzplanken Gmbh Uebergang bei verkehrswegen von einer betongleitwand auf schutzplanken
US5145278A (en) * 1991-06-27 1992-09-08 Manfred Lohrmann Modular steel bridge and traffic barrier and methods of fabrication and application therefor
JPH06167009A (ja) * 1992-10-27 1994-06-14 Shinko:Kk 防護ブロック
US5931448A (en) * 1995-12-28 1999-08-03 The Board Of Regents Of The University Of Nebraska Reverse twist turned-down terminal for road guardrail systems
US20040262588A1 (en) * 2003-06-27 2004-12-30 Trn Business Trust Variable width crash cushions and end terminals

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10116701A1 (de) * 2000-09-12 2002-03-28 Outimex Bautechnik Gmbh Leitelement für Schutzeinrichtungen
DE202005001801U1 (de) * 2005-02-01 2005-04-14 Outimex Ag Leitelement für den Anfangs- und/oder Endbereich einer Schutzeinrichtung, Schutzeinrichtung mit einem derartigen Leitelement sowie Bausatz für eine derartige Schutzeinrichtung

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1452875A (en) * 1920-03-22 1923-04-24 George E Healy Street safety zone
US2004026A (en) * 1933-08-14 1935-06-04 Wooten George Riley Guard
DE3742356A1 (de) * 1987-12-14 1989-06-29 Sps Schutzplanken Gmbh Uebergang bei verkehrswegen von einer betongleitwand auf schutzplanken
US5145278A (en) * 1991-06-27 1992-09-08 Manfred Lohrmann Modular steel bridge and traffic barrier and methods of fabrication and application therefor
JPH06167009A (ja) * 1992-10-27 1994-06-14 Shinko:Kk 防護ブロック
US5931448A (en) * 1995-12-28 1999-08-03 The Board Of Regents Of The University Of Nebraska Reverse twist turned-down terminal for road guardrail systems
US20040262588A1 (en) * 2003-06-27 2004-12-30 Trn Business Trust Variable width crash cushions and end terminals

Also Published As

Publication number Publication date
GB0623420D0 (en) 2007-01-03
GB2444061A (en) 2008-05-28

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