EP2532787B1 - Barrière de sécurité pour voies de circulation et procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger contre une telle barrière - Google Patents

Barrière de sécurité pour voies de circulation et procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger contre une telle barrière Download PDF

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Publication number
EP2532787B1
EP2532787B1 EP12171378.8A EP12171378A EP2532787B1 EP 2532787 B1 EP2532787 B1 EP 2532787B1 EP 12171378 A EP12171378 A EP 12171378A EP 2532787 B1 EP2532787 B1 EP 2532787B1
Authority
EP
European Patent Office
Prior art keywords
slide
barrier
supports
impact
slides
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.)
Not-in-force
Application number
EP12171378.8A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2532787A1 (fr
Inventor
Jean-Yves Gouiffes
Pascal Proudy
Alain Le Guales
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.)
Rousseau
Original Assignee
Rousseau
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Filing date
Publication date
Application filed by Rousseau filed Critical Rousseau
Publication of EP2532787A1 publication Critical patent/EP2532787A1/fr
Application granted granted Critical
Publication of EP2532787B1 publication Critical patent/EP2532787B1/fr
Priority to HRP20151385TT priority Critical patent/HRP20151385T1/hr
Not-in-force 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
    • E01F15/04—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
    • 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 relates to a traffic lane safety barrier, including but not limited to traffic lanes on engineering structures such as bridges, and to a method for improving the energy absorption of a roadway. shock of a light vehicle against such a barrier.
  • the safety barriers are classified according to their level of restraint: the so-called H1, H2, H3 or H4 levels correspond, respectively, to the resistance required to hold a light truck, a bus, a 16-tonne truck or a heavy truck. 38 tonnes, in case of impact of the barrier.
  • the level H2 corresponds to the restraint of a bus, it is the level of retention of the barrier BN4, barrier installed in standard way on the bridges.
  • the document EP0999310 proposes such a barrier designed to retain both heavy vehicles and light vehicles. To this end, it is proposed to mount, on the same riser, a low slide with a deformable spacer, and a high slide without spacer. During a shock, the lower slide is first impacted to absorb some of the shock. If the shock is important, the two high and low slides are aligned and the extensions dissociate themselves from the vertical supports to which they are fixed in a calibrated manner to obtain a strap effect. In other words, the absorption of the shock is obtained not only by the deformation of the spacers, but also by the strap effect obtained by the rupture of the binding between the riser and the vertical supports.
  • width of deformation means the width necessary to dampen a shock of maximum energy. This width of deformation is measured in the direction perpendicular to the direction of circulation of the vehicles.
  • the safety barriers arranged on the roadways of the bridges are constituted (see figure 1 ) upright vertical supports 1, firmly fixed to the ground by bolts, and provided with three horizontal slides 2. Such a barrier is illustrated in the document US 2008/283806 . These barriers are called "BN4". With a BN4 barrier, it is impossible to obtain a strap effect during a crash of a small vehicle. During a heavy vehicle collision, the posts are detached from the ground in a calibrated manner, while remaining linked to the slides.
  • the levels of restraint H1 to H4 are chosen to prevent the crossing of the barrier by trucks or buses and to prevent them from fall outside the bridge.
  • barriers are extremely dangerous obstacles for light vehicles having a size smaller than buses and trucks, that is to say cars.
  • the impact of a light vehicle against such a barrier causes severe trauma to the vehicle and its passengers.
  • the vehicle must remain straight during and after the impact, although a low roll, pitch and yaw are acceptable.
  • the vehicle After the impact, the vehicle must be redirected to a zone defining a rectangle, also called "CEN exit box", the dimensions of which are standardized according to the vehicle.
  • CEN exit box the dimensions of which are standardized according to the vehicle.
  • the CEN exit box of a passenger vehicle has a length of 10 meters and a width equal to 2.2 meters plus the width of the vehicle and 16% of its length.
  • This rectangle begins at the final intersection between the rear wheels of the vehicle and the barrier ("exit of the vehicle"), and extends along the barrier.
  • the vehicle must not cut the CEN output box by the side parallel to the barrier to meet the standard.
  • the invention therefore aims at providing an economic maintenance safety barrier, which makes it possible both to retain large jigs such as buses or trucks but also to absorb the impact of smaller vehicles, such as cars, without the risk that they crash completely against the barrier, and in a clutter limited general allowing installation in front of and on existing structures.
  • the subject of the invention is a safety barrier according to claim 1.
  • This barrier provides acceptable shock absorption for light vehicles, while ensuring smooth, roll-free, pitch-and-pitch, and roll-free exit behavior.
  • a barrier according to the invention makes it possible to better secure the structures and the occasional obstacles (bridge piers, walls, trees) along conventional traffic routes.
  • the barrier according to the invention also makes it possible to be used in a more general manner (not necessarily in front of an obstacle or on a bridge) to allow the shock absorption of any vehicle while limiting the number of parts to be changed in case of choc.
  • the invention also proposes a method for improving the energy absorption of a shock of a light vehicle against a safety barrier according to the invention, consisting in absorbing at least a portion of the energy of a shock. of a light vehicle by a plastic deformation of the spacers supporting the lower slide, so that the lower slide shifts towards the supports, while the wings of restraint deformable remain in use position above the light vehicle during impact.
  • the method may include absorbing at least a portion of the energy of a light vehicle impact by plastic deformation of the spacers supporting the lower rail, such that the lower rail is shifted toward the carriers, while the rail upper remains in the use position, the two slides then being vertically offset, the lower slide being further away from the taxiway than the upper slide.
  • the document DE 20 2008 011203 describes a temporary security barrier, by reference to the documents WO 2008/062196 and DE 20 2008 003 111 .
  • the barrier comprises a protection profile that is not dimensionally stable, and it provides the lateral retention function of a simple slideway, incompatible with the restraining versatility (light vehicle / heavyweight) permitted by the barrier according to the invention. .
  • the document GB 1,417,109 describes a barrier according to the preamble of claim 1, comprising supports firmly fixed to the ground, and a slide fastened to the supports via deformable spacers.
  • the slide is arranged such that before the shock, the slide is offset vertically relative to the upper part of the support, the slide then being closer to the traffic lane than the upper part of the support.
  • this barrier concerns only light vehicles.
  • the upper part of the car comes into contact with the upper slide, after hitting the median slide that dampened part of the shock. The car never goes under the upper slide. There is therefore no vertical restraint of the car.
  • Such a barrier can not absorb both the impact of a light vehicle and the impact of a heavy vehicle.
  • the documents DE 20 2008 009832 and CH 693 640 describe a safety barrier with which, during the shock, the vehicle first hits the lower slide and then the upper slide, so that the slide is not offset vertically relative to the upper slide. There is no vertical restraint. Such a barrier can not absorb both the impact of a light vehicle and the impact of a heavy vehicle.
  • the document CH 693 640 specifies that the barrier may comprise a cover integral with the slides and supports, and covering the slideways so as to form a uniform screen without vertical interruption.
  • horizontal and vertical must be understood in relation to the operational position of the safety barrier, ie when it is placed along a traffic lane, ready to to be used.
  • transverse or “longitudinal” families must be understood, respectively, as “perpendicular” or “parallel” to direction of vehicle traffic when the barrier is in operational position.
  • the invention relates to a safety barrier comprising supports firmly fixed to the ground, and at least one slide fastened to the supports, preferably at least two slides secured to the supports.
  • fixed firmly to the ground is meant that the supports are not intended to fold and to separate from the slideway in the event of impact of a light vehicle, contrary to the safety barriers known and used along the tracks of the vehicle.
  • Conventional traffic (motorway type) and using supports having a calibrated impact resistance to yield in case of accident, which allows to obtain a strap effect when the slide separates from the supports.
  • the slideway is fixed to the supports by means of calibrated deformable spacers.
  • the supports comprise a dimensionally stable retaining flange arranged in the upper position relative to the slideway.
  • the slide is called “lower” because it is arranged under the retaining wings, and at a height adapted to receive a shock of a light vehicle. It is arranged at level (approximately) of the center of gravity of light vehicles, it ensures its restraint and participates in the absorption of energy.
  • the retaining wing is therefore disposed at a height greater than the height of the center of gravity of the light vehicles.
  • Deformable means that the retaining flange does not deform upon impact by a light vehicle, and remains in the position of use above the light vehicle during impact, thereby allowing restraint substantially vertical of the light vehicle.
  • the supports firmly attached to the ground and the wings are deformable are made of concrete, possibly armed.
  • the "indeformable" character must not be interpreted absolutely, but in a relative manner with respect to the deformable nature of the spacers.
  • the deformable spacers must deform in case of shock of a light vehicle, while the wings “deformable” must keep their shape to maintain the light vehicle vertically.
  • the standard NF EN 1317-2 specifying the impact conditions for the different types of barrier
  • the skilled person will be able to size the structures according to the desired degree of retention, so that the retractor deforms when the impact of a light vehicle, while the wing remains in place, without deformation, when the vehicle comes into vertical contact with it.
  • the retaining wings are indeformable during the acceptance test considered, when their dynamic deflection (displacement in the event of impact) is zero.
  • the upper part of the wing will touch the top of the side of the light vehicle and press the light vehicle on the ground without deforming.
  • the retaining wings allow a very good control of the output behavior of the light vehicle which is redirected along the barrier according to the invention smoothly, without roll, pitch or laces.
  • the accident vehicle does not cut the trajectory of other vehicles and is not likely to generate new accidents (accidents).
  • the barrier is designed to hold heavy vehicles as well, the upper part of the retaining wing is equipped with an upper slide that will secure the heavy vehicle that is higher than a light vehicle.
  • the lower slide After an impact, the lower slide is shifted vertically relative to the upper slide, the lower slide being further away from the taxiway than the upper slide.
  • An angle is formed between the rail and the end of the retaining wing.
  • FIG 2 One embodiment of the barrier according to the invention is illustrated in figure 2 .
  • the barrier is in the position of use, that is to say that it is installed along the edges of a traffic lane, and that it has not yet suffered any shock.
  • the barrier 100 comprises supports 110 having a generally V-coated shape.
  • the wings 111 and 112 of the V are directed towards the traffic lane 200 to the right on the figure 2 .
  • the trough 113 of the V is directed to the left of the figure 2 .
  • One of the wings 112 is called “fixing wing” because it is intended to be fixed to the ground.
  • this floor is constituted by a sidewalk 210.
  • the supports 110 may be sealed in the ground.
  • a lower slideway 120 is fixed to the recess 113 of the V-shaped support.
  • This fixation is carried out by means of a calibrated deformable spacer 121.
  • This means that the deformation is controlled both in its intensity and in its general direction, thanks to the structure (arrangement and / or thickness of the materials used).
  • Such spacers are already known per se to those skilled in the art.
  • An upper slide 130 is attached to the other wing of the support.
  • This wing is called “retaining wing” because it is shaped to hold trucks in case of impact against the safety barrier and against the upper slide.
  • the two slides 120 and 130 are, in operational position, aligned substantially vertically with respect to the ground. Thus, in case of shock of a truck, the two slides participate in the containment of the truck.
  • FIG. figure 3 The case of a collision of a car against the barrier according to the invention is illustrated in FIG. figure 3 .
  • the deformable retractor 121 has compressed during the shock with the car thus participating in the absorption of this shock to reduce the intensity felt by the passengers of the car.
  • the upper and lower slides are offset vertically, that is to say they form an angle ⁇ between them.
  • the the opposite side to the angle ⁇ has a length L f equal to the deformation width, that is to say L1-L2 (L1 "minus" L2).
  • the barrier according to the invention can be installed on a sidewalk 210. This installation is carried out so that the lower slide 120 is disposed at a distance L1 from the edge of the sidewalk this distance is the same as that at which the slides of the safety barriers of the state of the art are arranged.
  • the intensity of the shock felt by the passengers of a car is much lower with a safety barrier according to the invention compared to a security barrier of the state of the art shown in FIG. figure 1 .
  • the safety barriers of the state of the art represented by the dashed curve on the figure 4
  • passengers experience a first shock when the car hits the sidewalk.
  • This first shock is materialized on the curve by the first vertex S1.
  • this intensity decreases, the time the car travels the distance L1 between the edge of the sidewalk and the slide 2 carried by the supports 1.
  • the intensity of the shock increases to a maximum S2 where the car is stopped by the support 1 which remains fixed and vertical.
  • the intensity of the shock felt by the passengers of a car is much lower.
  • curve C2 in solid lines on the figure 4
  • the passengers undergo a first shock identical to that felt with a barrier according to the invention (see top S1 of the curve).
  • the barrier according to the invention must be installed at the same distance L1 from the sidewalk edge as the barriers of the prior art.
  • the intensity of the shock then decreases, the time that the car hitting the slide 120 of the barrier according to the invention.
  • the deformable retractor 121 begins its deformation by absorbing the shock.
  • the curve C2 continues to decrease after the peak S1.
  • the spacer 121 can no longer absorb the energy of the shock.
  • the intensity of the shock increases since the car is stopped by the supports 113 of the barrier according to the invention which does not deform and remains fixed to the ground.
  • the maximum intensity of the shock felt by the passengers when the car is stopped by the supports 113 is much lower than the intensity of the impact felt with a barrier according to the state of the art (vertex S2 of the curve C1) of the figure 4 .
  • a barrier according to the invention not only reduces the intensity of the shock felt by the passengers but also to control the output behavior of the light vehicle because the retaining wing keeps the car on the ground.
  • these effects are achieved with a barrier that can be installed in accordance with the regulations in force, including but not limited to a structure without having to widen the sidewalks and / or the bridge.
  • the barrier according to the invention is therefore economical maintenance and can be arranged along any traffic lane (not only on the structures or along the road). punctual obstacles or walls).
  • the safety barrier according to the invention comprises a third slide 140 associated with the upper slide 130 via a spacer 150-151.
  • the slide 140 is disposed above the slide 130 by the spacer 150.
  • the spacer 151 may be deformable in a calibrated manner to press against the support 110 in the event of impact of a van. This calibrated deformation of the spacer 151 improves the shock absorption of such a vehicle, which should also hit the lower slide 120.
  • the variant of the figure 7 comprises a third slide 160 fixed on the support 110 via a spacer 161, preferably deformable.
  • the supports 210 have a substantially vertical fastening portion 212 having a general shape "I" and intended to be fixed to the ground.
  • the fixing portion 212 is provided with a dimensionally stable retaining flange 211 on which is fixed a slide 130 upper.
  • a lower slide 120 is attached to a deformable spacer 221, the two slides being substantially vertically aligned in operative position. After a shock (not illustrated), the two slides 120-130 are offset vertically, the lower slide 120 being further from the the upper slide 130. Thanks to this angle ⁇ formed between the two slides, a light vehicle is retained during an impact by the retaining wing 211, so that the output behavior of the vehicle is controlled and the risks of a limited accident.
  • This embodiment may also comprise at least a third slide 140, associated with the upper slide 130 via a spacer 150-151.
  • the slide 140 is disposed above the slide 130 by the spacer 250.
  • the spacer 251 can be deformable in a calibrated manner to press against the support 210 in the event of impact of a van.
  • the shock absorption may be slightly less than the embodiment of the Figures 2 to 7 according to the invention.
  • the fact that the holding wing forms an angle with the ground, and therefore the direction of traffic of the vehicles, allows optimal control of the output behavior of light vehicles.
  • the shape of the V coated can be rounded to become a form close to C.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Physical Or Chemical Processes And Apparatus (AREA)
  • Road Signs Or Road Markings (AREA)
EP12171378.8A 2011-06-08 2012-06-08 Barrière de sécurité pour voies de circulation et procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger contre une telle barrière Not-in-force EP2532787B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
HRP20151385TT HRP20151385T1 (hr) 2011-06-08 2015-12-16 Zaštitna ograda za prometnice i postupak poboljšanja apsorpcije energije udara laganog vozila u takvu ogradu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1154997A FR2976300B1 (fr) 2011-06-08 2011-06-08 Barriere de securite pour voies de circulation et procede pour ameliorer l'absorption de l'energie d'un choc d'un vehicule leger contre une telle barriere.

Publications (2)

Publication Number Publication Date
EP2532787A1 EP2532787A1 (fr) 2012-12-12
EP2532787B1 true EP2532787B1 (fr) 2015-09-23

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EP12171378.8A Not-in-force EP2532787B1 (fr) 2011-06-08 2012-06-08 Barrière de sécurité pour voies de circulation et procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger contre une telle barrière

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EP (1) EP2532787B1 (hr)
FR (1) FR2976300B1 (hr)
HR (1) HRP20151385T1 (hr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10597834B2 (en) * 2015-09-18 2020-03-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104532763B (zh) * 2014-12-10 2016-11-30 董剑芳 具有车速预警功能的交通隔离栏
TWI551492B (zh) * 2015-09-10 2016-10-01 鍾明華 有軌車輛之行車安全的分析系統
CN112593767B (zh) * 2020-11-26 2021-12-10 中核华辰工程管理有限公司 一种建筑施工用防护装置
CN112982242B (zh) * 2021-03-31 2022-04-15 东南大学 一种缓冲防撞护栏

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IT1282766B1 (it) * 1996-05-30 1998-03-31 Autostrada Del Brennero S P A Barriera stradale in acciaio,deformabile,di alte prestazioni
FR2785309B1 (fr) * 1998-11-04 2001-01-19 Sec Envel Barriere de securite pour voies de circulation de vehicules, comprenant deux lisses superposees a resistances d'enfoncement differentielles
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Publication number Priority date Publication date Assignee Title
US10597834B2 (en) * 2015-09-18 2020-03-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Crash barrier system with different intervals

Also Published As

Publication number Publication date
EP2532787A1 (fr) 2012-12-12
FR2976300A1 (fr) 2012-12-14
FR2976300B1 (fr) 2016-01-29
HRP20151385T1 (hr) 2016-02-26

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