EP2239375A2 - Rückhaltesicherheitsbarrieren für Verkehrswegen - Google Patents

Rückhaltesicherheitsbarrieren für Verkehrswegen Download PDF

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Publication number
EP2239375A2
EP2239375A2 EP10003696A EP10003696A EP2239375A2 EP 2239375 A2 EP2239375 A2 EP 2239375A2 EP 10003696 A EP10003696 A EP 10003696A EP 10003696 A EP10003696 A EP 10003696A EP 2239375 A2 EP2239375 A2 EP 2239375A2
Authority
EP
European Patent Office
Prior art keywords
restraining safety
barrier
safety barrier
restraining
order
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Withdrawn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
EP10003696A
Other languages
English (en)
French (fr)
Other versions
EP2239375A3 (de
Inventor
Juan José María González Uriarte
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP2239375A2 publication Critical patent/EP2239375A2/de
Publication of EP2239375A3 publication Critical patent/EP2239375A3/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Withdrawn legal-status Critical Current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
    • E01F15/02—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

  • This invention relates to a barrier which is especially designed to restrain uncontrolled accident victims, in most cases motorcyclists in an accident with another vehicle, due to a skid or due to a distraction of the driver there is a lack of control and an impact.
  • the objective is to protect the person from severe impacts against obstacles located on the sides of the roadway (including the posts supporting the actual restraining safety system), in order to minimize the risk of serious injuries which are frequently caused precisely due to the impact against said obstacles and which, if the latter did not exist, could have been only contusions or skin injuries due to the blow against the roadway and to the sliding thereon until stopping due to the kinetic energy with which the body was initially projected being absorbed with the friction.
  • the accident victim must also be prevented from passing under the protection.
  • it is a barrier which is installed as a lower barrier in a support of the type that already exist with its certified and standardized restraining road safety barrier, which is inclined towards the roadway and fixed to the separator of each of the posts supporting the restraining safety system and in which there is also fixed an upper double wave or W-heam barrier , intended to restrain uncontrolled vehicles.
  • Double W-beam systems due to being equipped at the lower part (the one specifically intended to protect the motorcyclist suffering the accident) with a W-beam such as the one at the upper part (intended for automobiles) are known in the field; this type of system works by damping the collision, where the energy thereof is partly absorbed by the barrier and another large part by the possible uncontrolled rebound of the body towards the center of the roadway, which is when the most serious injuries frequently occur, either due to being run over by other vehicles traveling over the road, due to the vehicle itself or due to impacting against any of the aforementioned obstacles.
  • the barrier in which the double wave is basically sinusoidal and the planar part or parts thereof do not exceed 40% of the total length spanned by its profile is designated as a W-beam barrier.
  • planar screen system Another type of known system is referred to as a planar screen system, where the lower barrier is essentially a planar sheet which can incorporate one or several folds of less significance at its upper and/or lower ends. This system works in a similar way to that indicated for the previous case.
  • Another type of known system is almost a variant of the previous one and consists of a planar screen having one of its ends finished in a wave shape or in a polygonal shape.
  • This system also works in the same way as the two previous ones; but it furthermore has the drawback of not being reversible and it could be assembled reversely, representing a non studied major risk for the uncontrolled accident victim, a possibility of error which cannot be dismissed.
  • the object of the present invention proposes a restraining safety barrier for roads for uncontrolled accident victims which has a symmetrical profile and is designed to be integrated in a standardized restraining road safety system, where it is installed as a lower barrier fixed in a flat bar which is inclined towards the roadway and fixed to the separator of each of the posts supporting the restraining safety system and in which there is also fixed an upper double wave or W-beam barrier, which is especially designed to restrain uncontrolled passenger car type or larger vehicles.
  • the symmetrical barrier object of the invention consists of said laminar profile of the lower barrier being symmetrical and being formed by two end edges in a quasi-isosceles triangle bend which are open at their base aimed towards the back, joined by a receiving central planar web and each of them having towards the roadway a rounded vertex of first contact with a certain radius and in which there converge a directing side facing towards the receiving central planar web and, opposite thereto, a smaller side which at its ends forms a folded edge aimed towards the back of the actual restraining safety barrier.
  • the receiving central planar web has a length of at least 200 mm, said size of the receiving central planar web is of the order of half the total length of the laminar profile of the symmetrical barrier, which makes each of the quasi-isosceles triangle bends span the order of a quarter of said total length; the directing side of quasi-isosceles triangle bend is inclined towards the center of the roadway with an angle having a value of about 160°, and, with respect to the roadway, the folded edge with a quasi-isosceles triangle bend is at a height of 60 mm; the radius of the rounded vertex is of the order of 5 mm, where the inner angle of the rounded vertex is of the order of 90o.
  • the proposed design offers, on one hand, a symmetrical profile which, in contrast with known non-symmetrical designs, prevents errors which could be fatal from occurring in the assembly, i.e., it assures that it will always be assembled in its correct work position without requiring, to that effect, a special qualification of the installing operator, which can have the additional advantage of reducing the cost of the installation.
  • the minimum measurement assigned to the length of the receiving central planar web and the proportion of the latter with respect to the quasi-isosceles triangle bends longitudinally generates a sort of vertical bed or cradle which will allow housing the body of an uncontrolled accident victim and channeling it with the least possible damage while he gradually loses his kinetic energy and ends up stopping;
  • another type of known solution such as that of providing a lower w-beam barrier (in addition to the upper one, for vehicles with four or more wheels), although it has a symmetrical profile, does not achieve the same effect because the planar part between the waves is very small and does not generate the sort of receiving cradle of the present invention, as also occurs when, with the profile being symmetrical, the planar part occupies almost the entire length of the profile and has at its ends rounded polygonal shapes which are simple finishes with a function of providing rigidity to the profile for structural mechanical purposes and which are not designed to reduce the injuries to which the uncontrolled accident victim is exposed; the known solutions where, even
  • the mentioned channeling of the body of the uncontrolled accident victim until stopping is achieved as a result of the certain rounding radius and the angle of bending into the quasi-isosceles triangles, together with the given inclination towards the directing side of the bend and with the height at which the lower folded edge of the quasi-isosceles triangle bend is located over the roadway; indeed, the rounding radius of the vertex, together with the inclination which is adopted by the directing side of the quasi-isosceles triangle bend (upper side thereof), favors that the body of the uncontrolled accident victim is taken to the receiving central planar web, where the directing side of the upper quasi-isosceles triangle (lower side thereof) prevents it from being projected upwards, whereby said body, instead of rebounding, as is usual in the known systems, is first damped by the actual bending of the inclined support and, at the same time housed in the cradle formed between the two quasi-isosceles triangles, where it is longitudinally channeled until stopping;
  • the height of the lower folded edge of the profile over the roadway (which is now 60 mm, twice that which is used in this field) is enabled as a result of the overall design which is made so that, in the first impact, due to the existence of the vertex at that height, the body is driven towards the receiving central planar web between the quasi-isosoeles triangle bends, and not only to damp the impact thereof, therefore the risk of the body passing under the barrier is avoided, and which is what in known designs forces that height to not exceed 30 mm, which favors the accumulation of dirt which hinders runoffs; and this greater height is advantageous, precisely to facilitate runoffs, preventing the accumulation of dirt in the form of dust or mud and puddles which are very dangerous for the safe travel of motorcycles.
  • the folded edge of the smaller side of the quasi-isosceles triangle bends has the dual function of concealing the dangerous sharp edges and of providing rigidity against given anti-corrosive treatments during the manufacture which tend to deform it.
  • the attached drawings illustrate a preferred embodiment of the object of the invention, relating to a restraining safety barrier for roads, which has a laminar profile and which, as shown in Figure 1 , is installed as a symmetrical restraining safety barrier (1) in a flat bar (11) of a standard restraining road safety barrier system, which is inclined towards the roadway (15) and fixed to the separator (8) of each of the posts (9) supporting the restraining safety system and in which there is also fixed an upper double wave or W-beam barrier (7), intended to restrain uncontrolled vehicles.
  • FIG. 1 shows that said laminar profile of the symmetrical restraining safety barrier (1) is symmetrical and is formed by two end edges in a quasi-isosceles triangle bend (2) which are open at their base aimed towards the back, joined by a receiving central planar web (3) and each of them having towards the roadway (15) a vertex (2D) of first contact with a certain radius (2E) and in which there converge a directing side (2A) facing towards the receiving central planar web (3) and, opposite thereto, a smaller side (2B) which at its end forms a folded edge (1A) aimed towards the back of the actual symmetrical restraining safety barrier (1).
  • the profile of the symmetrical restraining safety barrier (1) shows proportions which are also object of the present invention; namely:
  • Figure 1 shows the operative position of the proposed symmetrical restraining safety barrier (1) with respect to the roadway (15) where, since the vertex (2D) is thus defined and assembled, when a body of an uncontrolled accident victim reaches the barrier, before it has the possibility of passing under it, it impacts against this vertex (2D) which, together with the directing side (2A) of the lower quasi-isosceles triangle (2), sends it upwards and places it on the receiving central planar web (3), where it is retained because the reciprocal directing side (2A) of the upper quasi-isosceles triangle prevents it from continuing to move upwards; such that said body is channeled along said receiving central planar web (3) until it loses the momentum it had when it was projected from the motorcycle.
  • Figures 2 to 4 The operation of the invention is illustrated by means of Figures 2 to 4 , starting from the standby or rest assembly situation for an eventual impact by an uncontrolled accident victim ( Figure 2 ), passing through an intermediate deformation situation ( Figure 3 ), until reaching an extreme situation such as that of Figure 4 .
  • Figures 2 to 4 in order to aid the interpretation, the supposedly real position of the uncontrolled accident victim is depicted with a bold arrow whereas the white arrow intends to interpret the future path which will be taken as a consequence of the inclinations of the elements according to the invention.
  • Figure 2 depicts the first position (14A) of the accident victim, where the first point of contact between the symmetrical barrier (1) and the uncontrolled accident victim will be in the lower rounded vertex (2D). Said vertex (2D), together with the directing side (2A), exerts a guiding effect on the accident victim, depicting this future position of the uncontrolled accident victim with a white arrow.
  • Figure 3 shows how the second position (14B) has been adapted at the same time as the entire symmetrical barrier (1) has been moved when the flat bar (11) bends. It is also seen that subsequently, when the accident victim reaches the upper directing side (2A), the third return rotation position (14C) will be favored in order to reach the fourth position (14D).
  • the greater height (5) over the roadway (15) of the folded edge (1A) of the lower quasi-isosceles triangle bend (2) offers the possibility that, even after experiencing a deformation due to an impact by an uncontrolled accident victim, it can in most cases not contact the roadway (15), something which is very difficult in the current state of the art due to the lower height over the roadway (15) with respect to the rest assembly position; taking into account that these restraining safety systems are not repaired immediately after having been deformed, the importance of the greater height (5) now offered lies in the fact that with the barrier (1) of the invention it is much more difficult to block the space remaining below it, something which, in contrast, can occur quite easily with what is known today.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
  • Road Signs Or Road Markings (AREA)
EP10003696A 2009-04-06 2010-04-06 Rückhaltesicherheitsbarrieren für Verkehrswegen Withdrawn EP2239375A3 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ES200901101A ES2349815B1 (es) 2009-04-06 2009-04-06 Barrera de contencion para vias de circulacion rodada.

Publications (2)

Publication Number Publication Date
EP2239375A2 true EP2239375A2 (de) 2010-10-13
EP2239375A3 EP2239375A3 (de) 2012-05-09

Family

ID=42371743

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10003696A Withdrawn EP2239375A3 (de) 2009-04-06 2010-04-06 Rückhaltesicherheitsbarrieren für Verkehrswegen

Country Status (2)

Country Link
EP (1) EP2239375A3 (de)
ES (1) ES2349815B1 (de)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2848578A1 (fr) * 2002-12-16 2004-06-18 Claude Alix Georges Pomero Glissiere de securite a lisse large faisant ecran de protection dans sa partie basse
EP1566486A1 (de) * 2004-02-23 2005-08-24 Profil R Halter für Leitplanken
EP1741833A2 (de) * 2005-07-06 2007-01-10 Hierros y Aplanaciones, S.A. (HIASA) Kontinuierliches metallisches System für Sicherheitsbarrieren, als Schutz von Motorradfahrern verwendbar und bestehend aus einer unteren kontinuierlichen horizontalen metallischen Blende, gestützt an der Barriere mittels metallischen Trägern, die in regelmässigen Abständen angeordnet sind
ES1067158U (es) * 2008-02-05 2008-04-16 Juan Jose Maria Gonzalez Uriarte Brazo de anclaje para un sistema de proteccion de motociclistas aplicable en barreras de seguridad de doble onda.

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2814766B1 (fr) * 2000-08-25 2003-05-30 Sec Envel Barriere de securite pour voies de circulation de vehicules munie d'au moins un ecran de protection
DE202004012061U1 (de) * 2004-07-30 2004-09-30 SGGT Straßenausstattungen GmbH Passive Schutzeinrichtung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2848578A1 (fr) * 2002-12-16 2004-06-18 Claude Alix Georges Pomero Glissiere de securite a lisse large faisant ecran de protection dans sa partie basse
EP1566486A1 (de) * 2004-02-23 2005-08-24 Profil R Halter für Leitplanken
EP1741833A2 (de) * 2005-07-06 2007-01-10 Hierros y Aplanaciones, S.A. (HIASA) Kontinuierliches metallisches System für Sicherheitsbarrieren, als Schutz von Motorradfahrern verwendbar und bestehend aus einer unteren kontinuierlichen horizontalen metallischen Blende, gestützt an der Barriere mittels metallischen Trägern, die in regelmässigen Abständen angeordnet sind
ES1067158U (es) * 2008-02-05 2008-04-16 Juan Jose Maria Gonzalez Uriarte Brazo de anclaje para un sistema de proteccion de motociclistas aplicable en barreras de seguridad de doble onda.

Also Published As

Publication number Publication date
ES2349815B1 (es) 2011-10-24
EP2239375A3 (de) 2012-05-09
ES2349815A1 (es) 2011-01-11

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