EP2128342B1 - Leitplanke zum Auffangen von Fahrzeugen an Straßenrand- und -mittelstreifen mit einem Sollbruch-Mechanismus für die Schraubenverbindung, die die horizontale Schienen und vertikale Pfosten verbindet - Google Patents

Leitplanke zum Auffangen von Fahrzeugen an Straßenrand- und -mittelstreifen mit einem Sollbruch-Mechanismus für die Schraubenverbindung, die die horizontale Schienen und vertikale Pfosten verbindet Download PDF

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Publication number
EP2128342B1
EP2128342B1 EP09005342.2A EP09005342A EP2128342B1 EP 2128342 B1 EP2128342 B1 EP 2128342B1 EP 09005342 A EP09005342 A EP 09005342A EP 2128342 B1 EP2128342 B1 EP 2128342B1
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Prior art keywords
fence
pole
barrier
bolt
fusible
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EP09005342.2A
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English (en)
French (fr)
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EP2128342A3 (de
EP2128342A2 (de
Inventor
Antonio Amengual Pericas
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Hierros y Aplanaciones SA
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Hierros y Aplanaciones SA
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    • 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

Definitions

  • the present invention refers to a metallic vehicle contention system intended to contain lateral vehicle impacts or safety metallic barrier with a fusible mechanism applicable to the bolted joints connecting its horizontal fences, beams or railings to its vertical support poles, that confers said joining element the capacity to be released or disengaged in a controlled manner when the force caused by a vehicle impacting the metallic safety barrier that acts on it exceeds a pre-established threshold value, said safety barrier being of the kind generally used in roadside embankments and in median strips of roads and, occasionally at the edges of road bridges decks, contention wall caps or similar structures.
  • a variety of vehicle contention systems are used in the general practice, understanding as such any device installed on a road which is intended to provide means of retention and redirectioning for vehicles that veer off the road erratically while out of control. These devices reduce the severity of accidents caused in this manner, limiting damages and injuries for both the occupants of the vehicle and the remaining road users as well as for other persons or objects standing or located nearby.
  • One of the contention systems that is most often implemented commercially is the metallic safety barrier, a device used in the sides and median strips of roads. These systems are intended to resist vehicle impacts while at the same time preventing the vehicle from going through the barrier and thus ensure protection for third parties, allowing for a controlled redirectioning and deceleration of the colliding vehicle in such a manner that the vehicle can come out of the impact in a stable manner and can continue on its way at a decreased speed next to the contention system and in the original direction of traffic and lane it was traveling, and thus ensure the safety of the occupants of the vehicle and other road users.
  • a contention system (specifically designed to receive crashing heavy vehicles such as trucks and buses) must pass real full scale crash tests for both passenger cars and heavy vehicles (heavy weight passenger cars, trucks and buses), as well as crash tests for light vehicles (light weight passenger cars). This allows standard and high contention systems to also ensure the safety of lighter vehicles, which are the vehicles most frequently involved in accidents.
  • the standard level of contention N2 requires the barrier to pass the TB32 crash test (impact of a 1500 kg heavy weight passenger car traveling at 110Km/h speed, impacting the contention system at a 20° crash angle) plus the TB11 test (impact of a 900 kg light weight passenger car traveling at 100Km/h speed, impacting the contention system at a 20° crash angle).
  • safety barriers designed to withstand impacts from heavy vehicles (known as high contention barriers) have, generally, operating mechanisms capable of responding differently when impacted by a light or heavy vehicle. For said barriers, successful design is obtained when the same barrier can perform satisfactorily when responding appropriately to such different types of impacts.
  • Safety barriers designed to withstand impacts from heavy passenger cars have, generally, operating mechanisms capable to respond progressively to the impact of passenger cars having different gravity indexes (transversal kinetic energy of the impact) which ensure a reasonably decreased maximum deformation before impacts indexed at the greatest severity level, and, in all cases, at a level of severity (based on measuring the deceleration progression the vehicle goes through during impact) sufficiently low, while also having the capability to suitably redirection the vehicle along its departure path.
  • the basic configuration of metallic safety barriers is that of two basic metallic elements joined together and two other elements, a third and a fourth that are optional:
  • the different components that constitute a metallic safety barrier are assembled together, usually, through bolted type joints, that is, those formed by a bolt or threaded bolt secured by an internally threaded locking nut and one or several washers.
  • Metallic safety barriers designed for different contention levels and, essentially, to contain passenger cars having different weights and traveling at different speeds, frequently have a rigid distancing element - spacer- in order to attain acceptable barrier deformation levels, as well as to maintain vehicle stability during and after the collision, restrict the severity levels within the lowest class (better class) and endow it with a suitable capacity for redirectioning the departing vehicle.
  • the typical impact sequence of a passenger car against a metallic safety barrier of the kind configured by a continuous horizontal fence supported by vertical elements and installed at the margin or median strip of the road is as follows:
  • the barrier's fusibility mechanism is usually located at the point where the spacer and the pole join together. It entails either "tearing out” the head element of one or more bolts by going through the corresponding orifices in the pole or the spacer, or progressively “cutting off” the sheet metal membranes that separate a series of aligned orifices that are part of the bolted joints that connect the spacer to the pole or the pole to ancillary connection parts, or by disengaging some intermediate connection part, etc.
  • the only fusible mechanism that has been used entails making the pole go through the head of the joint bolt of the fence, by which action said head of the bolt is "tom out” from the elongated orifice of the fence housing said joint.
  • this mechanism is not very controllable and the loads that trigger the fusibility vary and are not very repeatable.
  • the spacer fulfills its functions of distancing fence from vehicle and of maintaining the height of the fence in contact with the colliding vehicle, as well as contributing to keeping the deformation of the barrier (transversal operating width) to a minimum.
  • This not withstanding, spacers present the following three disadvantages:
  • Patent document GB1141012A describes a joint between a fence (10) and a post (55) via a bolt (56) which breaks in the event of a strong vehicle's impact but not in a controlled fusible way according to a pre-establish threshold, that is, it does not performs a controlled decoupling of the joint.
  • the barrier described by patent GB1141012A is preferably designed to allow the post to be knocked down flat relatively easy by a vehicle moving along the fence. Therefore, in order to carry out any regulation of a pre-established threshold value of decoupling, once the barrier of GB1141012A is installed, the support post would have to be changed making this modification very complex, lengthy and expensive.
  • Patent document WO 20051028757 discloses an impact head for a road guardrail including cable routing means adapted to form a convoluted patch through which a cable can be threaded.
  • WO 2005/028757 also described a barrier which requires a fence-pole intermediate element: a slider device interconnecting a plurality of rails and attaching them to the posts.
  • WO 2005/028757 further describes a frangible bolt with a shank portion preferably located next to head portion of the bolt which can be used to join several components of the safety-barrier.
  • the present invention provides a metallic safety barrier with a fusible mechanism for bolted joints connecting its fences, beams or horizontal railings to ist vertical support poles, that enables said joining element to be released or uncoupled in a controlled manner when the force transmitted to it as a result of the actions occurred on the barrier when a vehicle impacts it laterally exceeds a pre-established threshold value, contributing the same technical advantages in terms of the state of the art that the spacing element contributes to the safety barrier performance but avoiding the disadvantages the latter present, while improving its performance, and also configuring a narrower, more robust and cheaper metal barrier.
  • the metallic safety barrier with fusible bolted joint (3) object of the invention described below is constituted by a continuous horizontal impact element formed by one or several continuous horizontal fences or guardrails (1), supported through said fusible joint (3) by vertical holding elements or vertical poles (2) inserted in the terrain (4) at regular intervals, as shown in Fig. 1 and Fig. 3 .
  • the fusible bolted joint (3) is configured (see Fig. 4 ) from a metal bolt (5) having along its threaded rod (10) and at a given distance from the bolt head (9), a straight section (11) or specific area, preferably cylindrical, that has been subject to an specific mechanical, thermal or chemical treatment, so that the mechanical resistance to breakage of said section (11) or area of the bolt is considerable lower than all the remaining sections of the bolt's rod (10).
  • This section (11) or area of lower mechanical resistance of the rod (10), located below the head (9) of the metal bolt (5) connecting the fence (1) to the pole (2) of a metallic safety barrier, is known as “fusible section” and characterizes the bolt (5) as “fusible bolt” and the joint (3) between fence (1) and pole (2) as a “fusible bolted joint”.
  • the intensity of the mechanical or chemical treatment applied to the bolt's fusible section or area (11), determines the final mechanical resistance value to breakage of this section or area (11) and, therefore, the value of the difference between it and the nominal mechanical resistance of the bolt (5). Therefore, by varying the intensity of said treatment over said section or area it is possible to modulate the instance and magnitude of the fusibility or disengagement force of the joint (3), previously described.
  • the treatment applied to said section or area (11) of the rod (10) of the joint (3) bolt (5) connecting the fence (1) to the pole (2) of the metallic safety barrier, in order to decrease its mechanical resistance and turn it into a fusible area is, preferably, a mechanical or tooling treatment that entails making a cylindrical furrow (12) which diameter is lower than that of the bolt's rod (10), and located at a particular distance from the bolt's head (9), as shown in Figure 6 .
  • the relationship between the diameter of the furrow (12) and the diameter of the rest of the bolt's rod (10), for a pre-established constituent material determines the value of the fusibility force and the difference in mechanical resistance between the fusible section or area and the bolt's nominal mechanical resistance value.
  • a constructive variation in the mechanical treatment to achieve fusibility entails making one, two or more notches (12') in the bolt's rod (10), at a particular distance from the bolt's head (9), perpendicular to the rod's (10) shaft or slightly tilted from said perpendicular line.
  • Said notches (12') may be all located in the same straight section of the bolt, as shown in sub- Figure 7a or may be located in different straight sections and placed close together, as shown in sub- Figure 7c .
  • the relation between the number and depth of the notches (12') and the diameter of the remaining length of the bolt's rod (10) for a given constitutive material determines the value of the fusibility force and the difference in mechanical resistance between the fusible section or area and the bolt's nominal mechanical resistance.
  • FIG. 8 Another constructive variation of the mechanical treatment used to achieve fusibility (see Figure 8 ) is to carve one, two or more grooves (12") in the bolt's rod (10), at a particular distance from the bolt's head (9), with the groove's axis perpendicular to the rod's (10) shaft or slightly tilted from said perpendicular line.
  • Said grooves (12") may all be located along the same straight section of the bolt, as shown in sub- Figure 8a or may be located in different straight sections placed closed together, as shown in sub- Figure 8c .
  • the relationship between the number and depth of the grooves (12") and the diameter of the remaining length of the bolt's rod (10), for a particular constitutive material determines the value of the fusibility force and the difference in mechanical resistance between the fusible section or area and the bolt's nominal mechanical resistance.
  • the fusible joint (3) connecting fence (1) to pole (2) is achieved by a fusible bolt (5) having a fusible section or area (11) located in the rod (10) at a particular distance from the bolt's head (9), so the rod (10) goes successively through the fence (1), through the orifice (13) provided to that effect, and through the pole (2) by going through orifice (14) provided to that effect, and is then located between the fence (1) and the pole (2) after the connecting joint (3) element between fence and pole has been installed as shown in Figure 9 .
  • the joint (3) may incorporate a flat washer (6), preferably rectangularly shaped, as shown in Figure 13 , located in the bolted joint (3) below the bolt's head (9) and above the fence (1), and said flat washer being pierced by the bolt's rod (10) going through the central orifice (16) of the flat washer (6).
  • This fusible bolted joint (3) may also be equipped with a second flat washer (7) having also a central orifice (17), preferably round, as shown in Figure 14 , located between the pole (2) and the locking nut (8).
  • the fusible type joint (3) offers also the same technical advantages when the metallic safety barrier comprised by the fence (1) and poles (2) also incorporates a rear brace (25) connected to the pole (2) by a bolted joint (26), preferably a non-fusible joint, as shown in Figure 11 .
  • the safety fence to be designed needs to have a contention level slightly higher than that required to contain passenger car type vehicles, such as that required to contain light trucks or buses, which center of gravity is located at a greater height than that of passenger cars, it may be necessary to install an intermediate part (15) between the fence (1) and the pole (2), as shown in Figure 10 , not corresponding to the invention.
  • This intermediate part (15) would be of a size insufficient to qualify it as a true spacer element, since its only function would be allowing the fence (1) a slight vertical displacement in relation to the pole (2), in a measure sufficient to compensate for the imbalance between the different heights of the centers of gravity of vehicle and barrier so the vehicle stability would be maintained and the vehicle would then be prevented from going over the barrier.
  • both the bolted joints (3') between the fence (1) and the intermediate part (15), as the botted joints (3") between the part (15) and the pole, alternatively, or both joints (3') and (3") simultaneously may be fusible type joints. This would then allow for some upwards displacement of the fence before fusible joints (3') or (3") became disengaged.
  • FIG. 15 Another constructive alternative to achieve controlled fusibility of the joint (3) located between fence (1) and pole (2), is to use a fusible washer (18) instead of a bolt (5) which rod (10) has a fusible section or area (11), as shown in Figure 15 not corresponding to the invention.
  • the fusible washer (18) is installed below the head of the bolt (5) and above the fence (1) and allows clearance for the bolt's (5) head through its central orifice (19), after a given force is applied over the joint subsequent to a vehicle colliding against the barrier.
  • Figure 15 shows how the "non-fusible" rod (20) of said bolt (5) goes, successively, through the fusible washer (18) through its central orifice (19), the fence (1) through its central orifice (13), the pole (2) through its orifice (14), the flat washer (7) through its central orifice (17) and the locking nut (8).
  • Figures 1 , 3 , 6 , 9 , 11 , 12 , 13 and 14 show a particular embodiment of the present invention, comprising a metal bolted joint (3) between the fence (1) and the pole (2) of a metallic safety barrier, comprising a metal bolt (5) having preferably a round head, a metal flat washer (6), preferably rectangularly shaped, located below the bolt's head (9), another metal flat washer (7), preferably square located underneath the nut and a metal locking nut (8), which bolt (5) has In its rod (10), at a particular distance from the bolt's head (9), a section or area (12), preferably cylindrical, which diameter is smaller than the rod's (10) diameter, and is furrow-shaped. This area is called the fusible section or area, since it is the area in the rod (10) and the bolt (5) having the lowest mechanical resistance. The name is then extended to the bolt that is then known as fusible bolt.
  • the rod of the fusible bolt (5) goes, successively, through the flat washer (6) placed underneath the bolt head (9), the fence (1), the pole (2), the flat washer (7) and the nut (8) which is the component that locks and tightens the bolted joint (3), as shown in Figure 3 . More specifically, said rod (10) goes, successively, through the central orifice (16) of the rectangular flat washer (6), the central orifice (13) of the fence (1), the pole's (2) orifice (14), the central orifice (17) of the flat square washer (7), and the central orifice of the locking and tightening nut (8), as shown in Figure 9 .
  • the position of the fusible section or area (12) along the rod (10) of the fusible bolt (6) is such that, once it has been definitely implemented, the joint (3) between the fence (1) and the pole (2), as shown in Figure 9 , the fusible section or area (12) tooled in the rod (10) as a furrow-like indentation, is confined, approximately, to the area inside the orifices (13) of the fence (1) and (14) of the pole (2) and therefore it may be considered that the theoretical surface that separates the fence (1) and the pole (2) would "cut" the bolt's (5) rod (10) that connects them together at the fusible area (12).
  • the controlled fusibility-type bolted joints (3), between fence (1) and pole (2), is applied both to a metallic safety barrier comprising exclusively a continuous horizontal fence (1) supported by vertical poles (2), arranged at regular intervals and inserted in the terrain (4), as shown in Figure 1 , as to a metallic barrier having, aside the aforementioned components, one or two rear continuous horizontal braces (25), affixed to the rear side of the poles (2), as shown in Figure 11 , or to double metallic barriers, that is, barriers comprised by two fences (1) symmetrically arranged on each side of the poles (2), as shown in Figure 12 .

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  • 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)

Claims (7)

  1. Metallische Leitplanke zur Verwendung an Rand- und Mittelstreifen von Strassen zum Auffangen von Fahrzeugen umfassend zumindest eine horizontale Plane (1) und eine Reihe von vertikalen Pfosten (2), wobei die besagte Planke (1) eine Reihe von Öffnungen (13) aufweist, wobei ein jeder der besagten Pfosten (2) eine Öffnung aufweist, wobei die besagte Leitplanke eine des Typs ist, der seitliches Auftreffen von Fahrzeugen mit einem kontrollierten Lösen von Planke (1) und Pfosten (2) gemäss einem vorbestimmten Lösungsschwellenwert auffängt, dadurch gekennzeichnet, dass die besagte Leitplanke einen Planke (1)-Pfosten (2) Schraubverbindungsmechanismus aufweist, wobei der besagte Schraubverbindungsmechanismus eine einen Bolzen (10) aufweisende Sollbruchschraube (5) ausweist, wobei der besagte Bolzen (10) einen Bereich mit geringerer Festigkeit (11, 12, 12', 12") aufweist als der übrige Bolzen (10), wobei der Bereich mit geringerer Festigkeit (11, 12, 12', 12") einen bestimmten Abstand vom Schraubenkopf (9) entfernt und in einer Position derart angeordnet ist, dass nach Durchführung der Schraubverbindung (3) der besagte Bereich mit geringerer Festigkeit (11, 12, 12', 12") gleichzeitig sowohl in der Öffnung der Planke (1) als auch in Öffnung (14) des Pfostens (2) angeordnet ist.
  2. Leitplanke gemäss Anspruch 1, dadurch gekennzeichnet, dass der besagte Bereich mit geringerer Festigkeit (11, 12, 12', 12") des Bolzens (10) mittels Anwendung einer Wärmebehandlung erzielt wurde.
  3. Leitplanke gemäss Anspruch 1, dadurch gekennzeichnet, dass der besagte Bereich mit geringerer Festigkeit (11, 12, 12', 12") des Bolzens (10) mittels Anwendung einer chemischen Behandlung erzielt wurde.
  4. Leitplanke gemäss Anspruch 1, dadurch gekennzeichnet, dass der besagte Bereich mit geringerer Festigkeit (11, 12, 12', 12") des Bolzens (10) aus einem rinnenartigen Abschnitt besteht.
  5. Leitplanke gemäss Anspruch 1, dadurch gekennzeichnet, dass der besagte Bereich mit geringerer Festigkeit (11, 12, 12', 12") des Bolzens (10) aus mindestens einer Nut (12', 12") besteht, die von der Senkrechtachse des Bolzens (10) abgewinkelt ist.
  6. Leitplanke gemäss Anspruch 1, dadurch gekennzeichnet, dass die Leitplanke ausserdem eine zusätzliche horizontale Planke umfasst, die symmetrisch zu der ersten horizontalen Planke auf der anderen Seite des Postens (2) angebracht ist.
  7. Leitplanke gemass einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Leitplanke ausserdem mindestens eine durchgehende hintere Strebe (25) umfasst, die an jedem Pfosten (2) mittels einer Verbindung (26) befestigt ist.
EP09005342.2A 2008-05-28 2009-04-15 Leitplanke zum Auffangen von Fahrzeugen an Straßenrand- und -mittelstreifen mit einem Sollbruch-Mechanismus für die Schraubenverbindung, die die horizontale Schienen und vertikale Pfosten verbindet Active EP2128342B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ES200801139U ES1068049Y (es) 2008-05-28 2008-05-28 Mecanismo fusible para la union atornillada entre la valla horizontal y el poste vertical de soporte de las barreras metalicas de seguridad para contencion de vehiculos, de uso en los margenes y medianas de las carreteras

Related Child Applications (3)

Application Number Title Priority Date Filing Date
EP09010171.8 Division-Into 2009-08-06
EP09010171 Division 2009-08-06
EP09010171 Division-Into 2009-08-06

Publications (3)

Publication Number Publication Date
EP2128342A2 EP2128342A2 (de) 2009-12-02
EP2128342A3 EP2128342A3 (de) 2011-04-06
EP2128342B1 true EP2128342B1 (de) 2015-01-28

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EP09005342.2A Active EP2128342B1 (de) 2008-05-28 2009-04-15 Leitplanke zum Auffangen von Fahrzeugen an Straßenrand- und -mittelstreifen mit einem Sollbruch-Mechanismus für die Schraubenverbindung, die die horizontale Schienen und vertikale Pfosten verbindet

Country Status (15)

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US (1) US20110084246A1 (de)
EP (1) EP2128342B1 (de)
CN (1) CN101591892A (de)
AR (1) AR071711A1 (de)
AU (1) AU2009253010A1 (de)
CL (1) CL2008003273A1 (de)
CR (1) CR10630U (de)
DO (1) DOP2010000255A (de)
EA (1) EA201001741A1 (de)
ES (2) ES1068049Y (de)
MX (1) MX2010009711A (de)
NZ (1) NZ588501A (de)
PE (1) PE20100238A1 (de)
PT (1) PT2128342E (de)
WO (1) WO2009144334A1 (de)

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EP3377702B1 (de) 2015-11-18 2022-03-16 Troy Wheeler Contracting Limited Schutzplanke und verwendung von pfosten und montageplatte darin
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NZ588501A (en) 2013-03-28
AU2009253010A1 (en) 2009-12-03
AR071711A1 (es) 2010-07-07
CR10630U (es) 2009-07-13
ES1068049Y (es) 2008-11-01
US20110084246A1 (en) 2011-04-14
DOP2010000255A (es) 2010-11-15
WO2009144334A1 (es) 2009-12-03
MX2010009711A (es) 2010-09-30
EP2128342A3 (de) 2011-04-06
ES1068049U (es) 2008-08-01
EA201001741A1 (ru) 2011-04-29
EP2128342A2 (de) 2009-12-02
ES2535496T3 (es) 2015-05-12
CL2008003273A1 (es) 2010-09-21
CN101591892A (zh) 2009-12-02
PE20100238A1 (es) 2010-04-08
PT2128342E (pt) 2015-05-22

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