EP2573270A1

EP2573270A1 - Concrete barrier provided with a protection system for motorcyclists

Info

Publication number: EP2573270A1
Application number: EP11380075A
Authority: EP
Inventors: Juan José María González Uriarte
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-09-22
Filing date: 2011-09-22
Publication date: 2013-03-27

Abstract

A concrete barrier (1) comprising a protection system for motorcyclists fixed to it, said protection system for motorcyclists comprising a metal longitudinal section (2), and at least one metal support (3) for fixing the metal section (2) to the concrete barrier (1), wherein the metal section (2) is fixed to the concrete barrier (1) by means of the metal support (3), at a distance A above the ground and at a distance B between a central area of the section (2) and the concrete barrier (1).

Description

Object of the Invention

The present invention relates to a concrete barrier provided with a protection system for motorcyclists fixed to it.
The invention is within the field of vehicle restraint systems, which are those systems installed on the sides of roads as passive safety elements and which aim to minimize the consequences that may be produced in an accident due to a vehicle veering off the roadway. Specifically the invention relates to a protection system for motorcyclists applicable to the restraint systems manufactured with concrete.

Background of the Invention

In the field of restraint systems, two types of systems are distinguished according to the material with which they are manufactured. On one hand, the metal ones commonly made up of three basic pieces: post, barrier and spacer. And on the other hand, those made of concrete with a reinforcement and/or distribution bar embedded therein.
The restraint systems are conceived as passive road safety elements, such that they attempt to minimize the consequences of a possible accident shall a vehicle veers off the roadway. The two types of systems previously mentioned have different behaviors in the way in which they disperse the energy in the event of a vehicle collision. While the metal systems tend to absorb the energy by means of deforming the elements which they are made from, the concrete systems transform the kinetic energy that the vehicle in motion puts into play into potential energy, raising the vehicle at the first moment of collision. These two types of behavior mean that the metal systems tend to be less aggressive for the occupants of the collided vehicle, in exchange of needing greater distance for their operation, while the concrete systems require less operational space but tend to be more rigid and therefore more damaging.
For a while now, the users of two-wheel vehicles have been demanding that all the road users to be taken into account when designing and arranging the vehicle restraint systems at the sides of the road. Historically, motorcycle users have considered the posts used as supports in the metal systems harmful since, in the event of a collision of a motorcyclist sliding on the road after losing control of his/her vehicle, the posts act like knives causing injuries to the motorcyclist which can lead to the amputation of a limb, or even to death. Furthermore, the motorcyclist can slide between the posts possibly causing himself to be thrown over a cliff or he could collide against the very elements which the metal system aims to protect. In order to overcome the mentioned deficiency of the metal systems, protection systems specific for motorcyclists have been developed, consisting of elements of different types which are arranged in the lower part of the restraint systems, either anchored to the spacers/barriers, or anchored to the posts, such that they act as cushioning against the impact of a motorcyclist.
In addition, it has been demonstrated that the direct impact of a motorcyclist on a system manufactured from concrete, and due to the rigidity of their nature, causes some stresses both in the head and in the neck which can lead to the death of the motorcyclist impacting the system.
It must be mentioned that, due to the large amount of concrete system manufacturers that can be found in the market today, both at the national and international level, an infinite number of concrete systems co-exist on the roads, which complicates obtaining a solution.

Description of the Invention

The present invention solves the problem above by means of a concrete barrier according to claim 1 and a method according to claim 15.
The concrete barrier of the invention comprises a protection system for motorcyclists fixed to it, said protection system for motorcyclists comprising a metal longitudinal section, and at least one metal support for fixing the metal section to the concrete barrier, the metal section being fixed to the concrete barrier by means of the metal support, at a distance A above the ground and at a distance B between a central area of the section and the concrete barrier.
It is understood that the distance A relates to the vertical distance between a lower end of the longitudinal section and the ground, when the protection system for motorcyclists is assembled on the concrete barrier in a situation of use.
It is understood that the distance B relates to the distance in the horizontal direction between a substantially central area of the longitudinal section, at approximately a suitable height for receiving a motorcyclist impact when the protection system for motorcyclists is assembled on the concrete barrier in a situation of use.
The concrete barrier of the invention allows protecting a motorcyclist who may impact the system due to an accident, minimizing the damaged suffered by the latter and preventing him/her from suffering irreversible injuries.
In an embodiment, the metal support comprises a first sector for connecting the support to the concrete barrier, a second sector separated from the first sector by means of a first fold, and a third sector for connecting the longitudinal section, separated from the second sector by means of a second fold.
In an embodiment, the second fold of the metal support is made in the same direction as the first fold.
In an embodiment, the angle α1 defined by the first fold is between 130° and 160°.
In an embodiment, the angle α2 defined by the second fold is between 90° and 160°.
In an embodiment, the second fold of the metal support is made in the direction opposite to that of the first fold.
In an embodiment, the support has at least one drilled hole for fixing the support to the concrete barrier, for example by means of screwed attachment.
In an embodiment, the support has at least one drilled hole for its fixing with the longitudinal section.
In an embodiment, the metal longitudinal section is arranged forming an angle γ of 20° ± 5° with the vertical.
In an embodiment, the metal longitudinal section is arranged maintaining a separation distance B between a central area of the section and the concrete barrier in the horizontal direction greater than or equal to 50 mm.
In an embodiment, the metal longitudinal section is arranged maintaining a distance A between 10 and 80 mm between a lower end of the metal section and the ground.
In an embodiment, the metal longitudinal section is of a type selected from plane type, simple wave type, double wave type, or polygonal type.
In an embodiment of the invention, the longitudinal section has in cross-section a first sector, a second sector connected with the first sector by means of a first fold, a third sector connected with the second sector by means of a second fold made in the direction opposite to the first fold and a fourth sector connected with the third sector by means of a third fold made in the same direction as the first fold.
In an embodiment, the angle β1 defined by the first fold of the sector is greater than 90°.
In an embodiment, the angle β2 defined by the second fold is between 115 and 170°.
In an embodiment, the angle β3 defined by the third fold is less than 90°.
In an embodiment, the longitudinal section has in cross-section a fifth sector, connected with the fourth sector by means of a fourth fold made in the same direction as the first fold. Preferably, the angle β4 defined by the fourth fold is less than 180°.
A second inventive aspect defines a method of fixing a protection system for motorcyclists to a concrete barrier, the protection system for motorcyclists comprising a metal longitudinal section and at least one metal support, the method comprising the following steps:

fixing the metal support to the concrete barrier,
fixing the longitudinal section to the concrete barrier by means of the metal support, at a distance A above the ground and at a distance B between a central area of the section and the concrete barrier.

In an embodiment, the longitudinal section is fixed to the concrete barrier forming an angle γ of 20° ± 5° with the vertical.
In an embodiment, the longitudinal section is fixed to the concrete barrier maintaining a separation distance B between a central area of the section and the concrete barrier in the horizontal direction greater than or equal to 50 mm.
In an embodiment, the longitudinal section is fixed to the concrete barrier maintaining a distance A between 10 and 80 mm between a lower end of the metal section and the ground.
In the present document, when defining ranges, it will be understood that the extremes are comprised in the defined range.
All the features described in this specification (including the claims, description and drawings) can be combined in any combination, excluding the combinations of such mutually exclusive features.

Description of the Drawings

To complement the description which will be made below and for the purpose of aiding to better understand the features of the invention according to a preferred practical embodiment thereof, a set of drawings is attached as an integral part of said description wherein the following has been depicted with illustrative and non-limiting character:

Figure 1 shows a concrete barrier according to an embodiment of the invention.
Figure 2 shows a section view of the concrete barrier of Figure 1.
Figure 3 shows a support according to a preferred embodiment of the concrete barrier of the invention.
Figure 4 shows a profile view of the support of Figure 3.
Figure 5 shows a profile view of a metal section according to a preferred embodiment of the concrete barrier of the invention.
Figure 6 shows a section view of a concrete barrier according to the invention and an enlarged detail view, indicating parameters for assembling the barrier.
Figure 7 shows a schematic sequence of the behavior of the barrier according to an embodiment of the invention.
Figure 8 shows a concrete barrier according to a second embodiment of the invention.
Figure 9 shows a section view of the concrete barrier of Figure 8.

Preferred Embodiment of the Invention

Figure 1 shows a concrete barrier (1) according to the invention, provided with a protection system for motorcyclist comprising a metal support (3) and a metal longitudinal section (2). These two components attached to one another are fixed in a lower area of the concrete barrier (1), at a distance from the ground, with an inclination with respect to the vertical and at a distance of contact with the concrete, such that the behavior is that desired in the event of the collision of a motorcyclist.
The open longitudinal section (2) is the piece that, in a situation of use with the barrier assembled on a road, is facing the traffic and that which supports the direct impact in case of a collision. The metal section (2) is configured for receiving the motorcyclist victim of the accident, cushioning the impact and preventing a direct initial contact of the motorcyclist with the concrete.
Figure 5 shows a profile view of the longitudinal section according to a preferred embodiment of the invention. Said section (2) has in cross-section a first sector (2.1), a second sector (2.2) connected with the first sector (2.1) by means of a first fold of angle β1, a third sector (2.3) connected with the second sector (2.2) by means of a second fold of angle β2 made in direction opposite to the first fold, a fourth sector (2.4) connected with the third sector (2.3) by means of a third fold of angle β3 made in the same direction as the first fold and a fifth sector (2.5), connected with the fourth sector (2.4) by means of a fourth fold of angle β4 made in the same direction as the first fold.
Alternatively, the section may be plane type, simple or double wave type, or polygonal type, as long as it has a surface suitable for withstanding the first contact with the motorcyclist on impact and being capable of absorbing and transmitting longitudinally the forces put into play.
The also metal support (3) performs a double function. On one hand, it allows arranging the longitudinal section (2) at the suitable angle, height and distance, and allows fixing the metal section to the concrete, by means of screws, for example.
The support (3) must have a shape suitable for arranging the longitudinal section (2) in a specific position so that it suitably works in the event of a collision, as will be subsequently described.
Figures 3 and 4 show a metal support (3) according to a preferred embodiment, comprising a first sector (3.1) for connecting the support (3) to the concrete barrier (1), a second sector (3.2), separated from the first sector (3.1) by means of a first fold, and a third sector (3.3) for connecting the metal section (2), separated from the second sector (3.2) by means of a second fold. Both folds are made in the same direction, with an angle α1 between the first sector (3.1) and the second sector (3.2) between 130° and 160°, and an angle α2 defined by the second fold between 90° and 160°.
The support (3) of this embodiment has in the first sector (3.1) two drilled holes (4) for fixing the support to the concrete barrier (1). This embodiment relates to oblong drilled holes, allowing certain play in the height of the fixing. Furthermore, the support (3) has in its third sector (3.3) a drilled hole (5) for fixing the longitudinal section (2) to the support (3). In this case it also relates to an oblong drilled hole.
Figures 1 and 2 show a concrete barrier provided with a protection system for motorcyclists with the support of Figures 3 and 4 and the longitudinal section of Figure 5. Once the longitudinal section (2) and the metal support (3) are fixed on the concrete (1), in the event of the collision of a motorcyclist, the protection system will absorb the impact thereof, preventing the motorcyclist from directly impacting the concrete (1) and redirecting his/her trajectory, preventing the head, which is the most vulnerable part in this type of accident, from suffering great forces. During these first instants, the barrier will travel a sufficient transversal trajectory before impacting on the concrete base.
Figure 6 schematically shows the parameters to be taken into consideration when arranging a protection system for motorcyclists on a concrete barrier, as defined by the invention. The metal section (2) is fixed to the concrete barrier (1) by means of the metal support (3), at a distance A above the ground and at a distance B between a central area of the section (2) and the concrete barrier (1). The distance A between a lower end of the metal section (2) and the ground must be small enough to prevent the motorcyclist from being able to pass under the longitudinal section. In a preferred embodiment, the separation distance B between a central area of the section (2) and the concrete barrier (1) in the horizontal direction is greater than or equal to 50 mm.
Preferably, the metal longitudinal section (2) is arranged in the protection system forming an angle γ 20° ± 5° with the vertical.
Figure 7 shows a schematic depiction of the behavior of the barrier according to the invention in event of a motorcyclist collision. During the first contact of the motorcyclist on the protection system, the head will collide against the section, such that the section will dissipate the energy by means of a first slight elastic deformation, until the lower end of the section abuts the concrete (phase (b)), and a subsequent plastic deformation (phase (c)), accompanied by a transversal movement of the barrier towards the concrete. In turn, in the first instants and due to the action and reaction principle, expulsion forces opposite to the trajectory of the motorcyclist act first on the head and then on the body of the motorcyclist, that will impart an exit momentum to him/her corresponding to the rotation about a vertical axis, which will make the motorcyclist adopt a trajectory departing from the system, meaning that when the metal section contacts the concrete the motorcyclist is in a position such that his head, and therefore his neck, do not bear the severity of the collision.
Figures 8 and 9 show a second embodiment of concrete barrier (1) provided with a protection system for motorcyclists fixed to it. In this embodiment the longitudinal section (20) is a shield having polygonal section with a flat central area suitable for receiving the impact of the motorcyclist. The support (30) has three sectors with two folds, a first fold in one direction and the second fold made in the opposite direction.

Claims

A concrete barrier (1) comprising a protection system for motorcyclists fixed to it, said protection system for motorcyclists comprising:
a metal longitudinal section (2), and

at least one metal support (3) for fixing the metal section (2) to the concrete barrier (1),
wherein the metal section (2) is fixed to the concrete barrier (1) by means of the metal support (3) at a distance A above the ground and at a distance B between a central area of the section (2) and the concrete barrier (1).
The concrete barrier (1) according to claim 1, wherein the metal support (3) comprises:
a first sector (3.1) for connecting the support (3) to the concrete barrier (1),

a second sector (3.2), separated form the first sector (3.1) by means of a first fold, and

a third sector (3.3) for connecting the metal section (2), separated from the second sector (3.2) by means of a second fold.
The concrete barrier (1) according to claim 2, wherein the first fold of the metal support (3) defines an obtuse angle α1 between the first sector (3.1) and the second sector (3.2) of the metal support (3).
The concrete barrier (1) according to claim 2 or 3, wherein the second fold of the metal support (3) defines an obtuse angle α2 between the second sector (3.2) and the third sector (3.3) of the metal support (3).
The concrete barrier (1) according to one of claims 2-4, wherein the second fold of the metal support (3) is made in the same direction as the first fold.
The concrete barrier (1) according to claim 5, wherein the angle α1 defined by the first fold is between 130° and 160° and the angle α2 defined by the second fold is between 90° and 160°.
The concrete barrier (1) according to one of claims 2-4, wherein the second fold of the metal support (3) is made in the direction opposite that of the first fold.
The concrete barrier (1) according to any one of the preceding claims, wherein the metal longitudinal section (2) is arranged forming an angle γ of 20° ± 5° with the vertical.
The concrete barrier (1) according to any one of the preceding claims, wherein the metal longitudinal section (2) is arranged maintaining a separation distance B between a central area of the section (2) and the concrete barrier (1) in the horizontal direction greater than or equal to 50 mm.
The concrete barrier (1) according to any one of the preceding claims, wherein the metal longitudinal section (2) is arranged maintaining a distance A between 10 and 80 mm between a lower end of the metal section (2) and the ground.
The concrete barrier (1) according to any one of the preceding claims, wherein the longitudinal section (2) has in cross-section a first sector (2.1), a second sector (2.2) connected with the first sector (2.1) by means of a first fold, a third sector (2.3) connected with the second sector (2.2) by means of a second fold made in the direction opposite the first fold and a fourth sector (2.4) connected with the third sector (2.3) by means of a third fold made in the same direction as the first fold.
The concrete barrier (1) according to claim 11, wherein the longitudinal section (2) has an angle β1 greater than 90° defined by the first fold, an angle β2 between 115 and 170° defined by the second fold and an angle β3 less than 90° defined by the third fold.
The concrete barrier (1) according to claim 11 or 12, wherein the longitudinal section (2) has in cross-section a fifth sector (2.5) connected with the fourth sector (2.4) by means of a fourth fold made in the same direction as the first fold.
The barrier (1) according to claim 13, wherein the longitudinal section (2) has an angle β4 less than 180° defined by the fourth fold.
A method of fixing a protection system for motorcyclists to a concrete barrier (1), comprising a metal longitudinal section (2) and at least one metal support (3), the method comprising the following steps:
fixing the metal support (3) to the concrete barrier (1),

fixing the metal section (2) to the concrete barrier (1) by means of the metal support (3) at a distance A above the ground and at a distance B between a central area of the section (2) and the concrete barrier (1).