EP2239375A2

EP2239375A2 - Restraining safety barrier for roads

Info

Publication number: EP2239375A2
Application number: EP10003696A
Authority: EP
Inventors: Juan José María González Uriarte
Original assignee: Individual
Current assignee: Individual
Priority date: 2009-04-06
Filing date: 2010-04-06
Publication date: 2010-10-13
Also published as: EP2239375A3; ES2349815A1; ES2349815B1

Abstract

The invention relates to a restraining safety barrier for roads which comprises a symmetrical profile formed by two end edges in a quasi-isosceles triangle bend (2) which are open at their base aimed towards the back of the restraining safety barrier (1), the bends (2) being joined by a receiving central planar web (3) and each of them having towards the front of the restraining safety barrier (1) a rounded 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 a smaller side (2B) which at its end forms a folded edge aimed towards the back of the actual restraining safety barrier.

Description

Field of the Invention

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.
For such purpose, 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.

Prior State of the Art

Systems referred to as 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. In this sense, 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.
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.
In addition, all the mentioned systems have in common the fact that they are designed so that the lower edge of the lower barrier is at a distance of 30 mm over the roadway. This facilitates the accumulation of deposits of branches and dirt which block the passage of water under the lower barrier and hinder the runoff of rainwater, giving rise to puddles which make the roadway dirtier and more slippery with the risk that this entails for travel, especially when due to a generally dry environment the existence of a roadway section in such slippery or dirty conditions is not expected.

Description of the Invention and Advantages

With this situation, 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. In this context, 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.
Together with this symmetry of the profile, 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 though there is a more or less extensive planar part, there is no symmetry and the profile forms only one lower finish polygonal projection, do not provide the effect assigned to the present invention mentioned in this paragraph either.
According to the invention, 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; in this sense, the vertex can never lose its character as such, since it allows exactly defining and knowing the point of impact of the body of the uncontrolled accident victim, unlike what occurs with current wave-shaped profiles without a defined vertex.
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.
Making the barrier in sections of the order of 4300 mm with attachment holes for the attachment to the separator through the flat bar and to the W-beam through another suitable flat bar in areas between posts is provided. This allows that in usual road laying operations where the posts are spaced 4000 mm apart, in addition to the normal attachments to the separator of the post, if the barrier is to be reinforced the central attachment slit hole can be used in order to (with the intermediation of a suitable flat bar) perform an attachment additional to the hole which W-beams usually have. It also serves to perform the assembly in those road sections in which the posts are spaced 2000 mm apart. Therefore, the sections in which the use of the post is not necessary increase, thus preventing higher risks for uncontrolled accident victims.

Drawings and References

To better understand the nature of the invention, the attached drawings depict an industrial embodiment which is a merely illustrative and non-limiting example.

Figure 1 is a cross-section view of the certified restraining safety system formed by the post (9), separator (8), flat bar (11) and W-beam barrier (7) with the symmetrical barrier (1) assembled and it shows in detail the profile of the symmetrical restraining safety barrier (1).
Figures 2 to 4 illustrate the functionality of the invention, showing the assembly of the restraining safety system in its rest state or first position (Figure 2), a second or intermediate position due to an impact (Figure 3) and a fourth housing position (Figure 4).
Figure 5 shows a perspective view of the symmetrical restraining safety barrier, in a section which is depicted with interruption cuts in the continuous areas.

The following references are indicated in these figures:

1 .- Symmetrical restraining safety barrier
1A.- Outer folded edge of the symmetrical restraining safety barrier (1)
2.- Quasi-isosceles triangle bend of the symmetrical restraining safety barrier (1)
2A.- Directing side of quasi-isosceles triangle bend (2)
2B.- Smaller side of quasi-isosceles triangle bend (2)
2C.- Angle formed between the adjacent sides (2A) and (2B) of the quasi-isosceles triangle (2)
2D.- Vertex of first contact of quasi-isosceles triangle bend (2)
2E.- Rounding radius of the vertex (20) of first contact
3.- Receiving central planar web of the symmetrical restraining safety barrier (1)
3A.- Size of the web (3)
4.- Angle formed between the receiving central planar web (3) and the directing side of quasi-isosceles triangle bend (2A)
5.- Distance between the roadway (15) and the outer folded edge (1A)
6.- Angle formed between the roadway (15) and the directing side of bend (2B)
7.- W-beam barrier
8.- Separator for W-beam barrier (7)
9.- Post for W-beam barrier (7)
10.- Horizontal lower wall of the separator (8)
11.- Flat bar
12A.- First attachment hole
13.- Second attachment screw
13A.- Second attachment slit hole
14A.- First position of the accident victim
14B.- Second position of the accident victim already deviated due to the effect of the rounded vertex (2D) and the lower directing side (2A).
14C.- Third return rotation position caused by the upper directing side (2A)
14D.- Fourth accident victim housing position
15.- Roadway

Description of a Preferred Embodiment

In relation to the drawings and references listed above, 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.
The particular configuration of the profile of the symmetrical restraining safety barrier (1) is detailed in Figure 1, which 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).
In said Figure 1, the profile of the symmetrical restraining safety barrier (1) shows proportions which are also object of the present invention; namely:

the receiving central planar web (3) has a length (3A) of at least 200 mm;
said length (3A) of the receiving central planar web (3) is of the order of half the total length of the laminar profile of the symmetrical restraining safety barrier (1), which makes each of the quasi-isosceles triangle bends (2) span the order of a quarter of said total length;
the directing side (2A) is inclined towards the center of the roadway (15) with an angle (6) having a value of about 160°, and, with respect to the roadway (15), the folded edge (AA) of the lower quasi-isosceles triangle bend (2) is at a height (5) of 60 mm.;
the radius (2E) of the rounded vertex (2D) is at least 5 mm;
in the rounded vertex (2D) the inner angle (2C) is less than 90°.

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.
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. In 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.
Thus, 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).
In Figure 4, in a subsequent more advanced process of the position of the symmetrical barrier (1), the accident victim is already positioned in the fourth housing position (14D). In this position, the deformation in the symmetrical barrier (1), caused by the bending of the flat bar (11) added to the deformation effect due to the curving of the section of symmetrical barrier (1) (like the ropes of a boxing ring) have considerably slowed down and controlled the accident victim.
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.
Making the barrier (1) in sections of the order of 4300 mm with attachment holes (13A) for the attachment to the separator (8) through the flat bar (11) and to the W-beam (7) through another suitable flat bar in areas between posts (9) is provided. This allows that in usual road laying operations where the posts (9) are spaced 4000 mm apart, in addition to the normal attachments to the separator (8) of the post (9), if the barrier (1) is to be reinforced the central attachment slit hole (13A) can be used in order to (with the intermediation of a suitable flat bar) perform an attachment additional to the hole which W-beams (7) usually have. It also serves to perform the assembly in those road sections in which the posts (9) are spaced 2000 mm apart.

Claims

A restraining safety barrier (1) for roads comprising a symmetrical profile formed by two end edges in a quasi-isosceles triangle bend (2) which are open at their base aimed towards the back of the restraining safety barrier (1), the bends (2) being joined by a receiving central planar web (3) and each of them having towards the front of the restraining safety barrier (1) a rounded 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 a smaller side (2B) which at its end forms a folded edge aimed towards the back of the actual restraining safety barrier.
The restraining safety barrier (1) according to claim 1, wherein the size (3A) of the receiving central planar web (3) is of the order of half the total size of the profile and each of the bends (2) of the order of a quarter of the total size of the profile.
The restraining safety barrier for roads according to any one of the previous claims, wherein the receiving central planar web (3) of the symmetrical barrier (1) forms an obtuse angle (4) with the directing side (2A) of each bend (2).
The restraining safety barrier for roads according to any one of the previous claims, wherein the rounding radius (2E) of the vertex (2D) of first contact is of the order of 5 mm.
The restraining safety barrier for roads according to any one of the previous claims, wherein the inner angle of the rounded vertex (2D) of first contact is of the order of 90º or less.
The restraining safety barrier for roads according to any one of the previous claims, wherein the receiving central planar web (3) has a size (3A) of the order of 200 mm or more.
A restraining safety system comprising a post (9), a separator (8) fixed to the post (9), a W-beam barrier (7) fixed to the separator (8) and a restraining safety barrier (1) according to any one of claims 1-6 fixed to a flat bar which is in turn fixed to the separator (8) or to the W-beam barrier (7), such that the restraining safety barrier (1) is located in a position lower than that of the W-beam barrier (7).
The restraining safety system according to claim 7, wherein the directing side (2A) of the lower bend is inclined towards the center of the roadway (15) forming an angle (6) of the order of 160° with the horizontal.
The restraining safety system according to any one of claims 7 or 8, configured such that in the operative position the smaller side (2B) of lower bend (2) is at a height (5) of the order of 60 mm with respect to the roadway (15).
The restraining safety system according to any one of claims 7-9, wherein the restraining safety barrier (1) is made in sections of the order of 4300 mm, with attachment holes (13A) for the attachment to the separator (8) through the flat bar (11) and to the W-beam barrier (7) through another suitable flat bar in areas between posts (9).
A method for placing a restraining safety barrier (1) in a road, comprising the following steps:
- providing a restraining safety barrier (1) according to any one of claims 1-6, and

- fixing the restraining safety barrier (1) to a separator (8) or to a W-beam barrier (7) of a restraining safety system through a flat bar, such that the directing side (2A) of the lower bend of the restraining safety barrier (1) is inclined towards the center of the roadway (15) forming an angle (6) of the order of 160° with the horizontal.
The method for placing a restraining safety barrier (1) according to claim 11, wherein the restraining safety barrier (1) is fixed such that the smaller side (2B) of the lower bend (2) is at a height (5) of the order of 60 mm with respect to the roadway (15).