EP2746461A1 - Leitplankenträger - Google Patents

Leitplankenträger Download PDF

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Publication number
EP2746461A1
EP2746461A1 EP13275312.0A EP13275312A EP2746461A1 EP 2746461 A1 EP2746461 A1 EP 2746461A1 EP 13275312 A EP13275312 A EP 13275312A EP 2746461 A1 EP2746461 A1 EP 2746461A1
Authority
EP
European Patent Office
Prior art keywords
bracket
rail
post
rear panel
degrees
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.)
Granted
Application number
EP13275312.0A
Other languages
English (en)
French (fr)
Other versions
EP2746461B1 (de
Inventor
Darren Copeland
Anthony Everitt
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.)
Varley and Gulliver Ltd
Original Assignee
Varley and Gulliver Ltd
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 Varley and Gulliver Ltd filed Critical Varley and Gulliver Ltd
Publication of EP2746461A1 publication Critical patent/EP2746461A1/de
Application granted granted Critical
Publication of EP2746461B1 publication Critical patent/EP2746461B1/de
Active 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
    • E01F15/04—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
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the present invention relates to a bracket for supporting a rail of a roadside crash barrier or parapet.
  • Roadside crash barriers and parapets are designed to prevent vehicles from leaving the road along which they are travelling, in accordance with certain design standards.
  • the standards have been revised requiring the barrier design to be proven in crash tests (as specified, for example, in EN.1317).
  • the crash tests require that both small vehicles (cars) and larger vehicles, such as trucks are prevented from leaving the road.
  • the parapet In the case of a small vehicle, or relatively low impact crash, it is preferable for the parapet to have some flexibility to avoid bringing a vehicle to too sudden a stop.
  • the barrier needs to be stiffer to absorb more of the impact and prevent the vehicle passing too far over the edge of the road.
  • brackets have been designed having two or more parts, in which a first bracket part collapses relatively easily under an impact. When the first part has collapsed by a certain amount, the impact is then transmitted into the second, stiffer part which will only collapse under a significantly higher impact.
  • a problem with these designs is in their relative cost and complexity, especially in the installation of the multi-part support brackets.
  • a bracket for supporting a rail of a roadside crash barrier from a support post.
  • the bracket has the form of a continuous sheet of metal bent into a shape, which, when mounted to a post and supporting a rail, has a uniform horizontal cross-section, including parallel front and rear panels for mounting to the rail and post respectively, and interconnecting sides.
  • the shape of the cross-section provides a first deformation mode of the bracket in the event of an impact to the rail exceeding a first impact level, and a second mode of deformation of the bracket in the event of an impact exceeding a second, higher impact level.
  • the bracket may be formed from two or more sheet metal parts welded together.
  • the horizontal cross-section is made up of straight web sections joined at bends.
  • the rear panel is adapted for attachment centrally to a front face of the support post and has ends separated by a lateral width that is greater than the width of the front face of the post.
  • the rear panel has a width of between 1.75 and 2.25 times the width of the front face of the post.
  • the front panel has ends that are separated by a distance that is greater than the width of the front face of the post, and the interconnecting sides of the bracket each extend from one of the ends of the front panel to a corresponding one of the ends of the rear panel.
  • Each of the interconnecting sides may comprise a pair of web portions, wherein first of the web portions extend inwardly towards each other and away from the rail at an angle to the rail of less than 45 degrees, preferably between 20 degrees and 40 degrees. Second of the web portions extend from the inward ends of the first web portions to the ends of the rear panel, the second web portions being longer than the first web portions and adjoining the ends of the rear panel at acute angles of more than 45 degrees, preferably between 50 degrees and 70 degrees.
  • a roadside parapet comprising a plurality of posts supporting a rail. At least one of the posts supports the rail by way of a bracket having the form of a continuous sheet of metal bent into a shape, which, when mounted to the post and supporting the rail, has a uniform horizontal cross-section that includes parallel front and rear panels for attaching to the rail and post respectively, and interconnecting sides.
  • the shape of the cross-section provides a first deformation mode of the bracket in the event of an impact to the rail exceeding a first impact level, and a second mode of deformation of the bracket in the event of an impact exceeding a second, higher impact level.
  • the parapet may further comprise one or more additional rails mounted to the posts above the aforesaid rail.
  • the aforesaid rail, supported on the bracket preferably extends a greater distance from the post towards the road than the additional rails.
  • a parapet 10 having a post 12 with a base 14.
  • the post 12 is secured at base 14 to a plinth 16, which is typically a concrete plinth forming the edge of a bridge or raised roadway.
  • the post 12 is one of a series of posts spaced at intervals of typically a few meters from each other along the edge of the road.
  • the road is to the right of the parapet, which is designed to prevent stray vehicles from leaving the roadway and dropping over the edge to the left of the parapet.
  • the illustrated parapet has three rails, 20, 22, 24 supported by the post 12.
  • the upper two rails 20, 22 are secured directly to a front face 18 of the post by bolts 26.
  • the upper rails 20, 22 are formed of lengths a rectangular box-section (typically steel) oriented with their longer sides horizontal and shorter sides vertical.
  • the lowest rail 24 is supported away from the post by a bracket 28.
  • the bracket 28 is secured by bolts 30 to the front fact 18 of the post 12 and the lowest rail 24 is secured to the bracket 28 by bolts 32.
  • FIG. 1 Also shown in Figure 1 are connecting sleeves 34 surrounding each of the rails 20, 22, 24. These sleeves are only positioned at locations at the ends of each length of a rail where it is connected to another length of rail at the same height. Vertical bolts, 36, 38, secure the ends of the length of rail to the sleeves 34.
  • the bracket 28, which supports the lowest rail 24 is designed to have a progressive, or plural-mode deformation in the event of an impact from a vehicle on the lowest rail 24.
  • the lowest rail 24 extends further towards the road than the upper two rails 20, 22. This means that it will be the lowest rail 24 that will be struck first by an impacting vehicle. In the case of a car or other small vehicle it may only be the lowest rail 24 that will be struck, especially if the vehicle impact is only a glancing blow. To limit the chances of injuring the occupants of the impacting vehicle, it is important that the lowest rail does not present too stiff an object so that it does not bring the vehicle to too sudden a stop and does not cause excessive damage to the vehicle. Therefore, in the first mode of deformation the bracket is relatively flexible, allowing the rail 24 to move a significant distance under the impact.
  • the deformation of the bracket in the first mode will not be sufficient to arrest or deflect the vehicle, or to absorb all of the impact. Therefore, after the bracket has been deformed by a certain amount in its first deformation mode, it is designed to undergo a second, stiffer mode of deformation. In this stiffer mode, the rail 24 does not move far and most of the impact is transferred to the post 12. In addition a larger vehicle impacting the parapet 10 will contact the upper rails 20, 22 after the lowest rail 24 has deformed to its limit (i.e. collapsed) under the first mode of deformation.
  • Bracket 28 A preferred embodiment of the bracket 28 is shown in Figure 2 . Equivalent components have the same reference numerals as used in Figure 1 .
  • the bracket 28 is shown mounted to post 12, and rail 24 is shown mounted to the bracket 28. For clarity the fasteners (bolts) securing the bracket 28 to the post 12 and rail 24 have been omitted.
  • the bracket 28 has a shape that provides the two modes of deformation as described above, and as will be discussed further below with reference to Figures 3 and 4 .
  • the bracket 28 is preferably has the form of a continuous sheet of metal bent into the shape shown. Although the bracket may be formed from a single sheet of metal, it may also conveniently be formed by welding two or more sheet metal parts together to provide the continuous sheet metal form shown.
  • the bracket As shown in plan view, mounted to the post 12 and supporting the rail 24, the bracket has a uniform horizontal cross-section that includes parallel front 40 and rear 42 panels. Front panel 40 is mounted to the rail 24 and rear panel 42 to the post 12. The front and rear panels 40, 42 are interconnected by side panels, 44, 46 to be discussed further below.
  • the rear panel 42 includes means, such as fixing holes for receiving bolts, for attaching it centrally to the front face 18 of the post 12.
  • the rear panel 42 extends either side of the post 12 to ends 48a, 48b.
  • the rear panel 42 has a lateral width that is significantly greater than the width of the front face 18 of the post 12.
  • the width of the rear panel 42 may be about twice, and is preferably between 1.75 and 2.25 times, the width of the front face 18 of the post 12.
  • the front panel 40 may extend as a continuous panel (as shown in Figure 2 ) along the side of the rail 24 mounted to it. However, it is also possible for the front panel 40 not be continuous, but to have separate portions extending inwardly from its outer ends with a gap between the portions.
  • the front panel 40, or the separate portions include means, such as fixing holes for receiving bolts, for attachment to the rail 24.
  • the front panel has outer ends 50a, 50b that are separated by a distance similar to the width of the rear panel 42 and more than the width of the front face 18 of the post 12.
  • the interconnecting side panels 44, 46 are each formed as a pair of web sections 52a, 54a and 52b, 54b, interconnecting the front and rear panels 40, 42.
  • the side panel 44 extends from the end 50a of the front panel 40 to a corresponding end 48a of the rear panel 42.
  • the side panel 46 extends from the end 50b of the front panel 40 to a corresponding end 48b of the rear panel 42.
  • Each of the side panels 44, 46 includes a first, shorter web portion 52a, 52b, and a second, longer web portion 54a, 54b.
  • the first, shorter web portions 52a, 52b extend inwardly from the ends 50a, 50b of the front panel 42 towards each other and away from the rail at an angle to the rail of less than 45 degrees, preferably in the range 20 to 40 degrees.
  • the second, longer web portions 54a, 54b extend from the inward ends 58a, 58b of the first, shorter web portions 52a, 52b to the ends 48a, 48b of the rear panel 42.
  • the second web portions 54a, 54b join the respective ends 48a, 48b of the rear panel at acute internal angles of more than 45 degrees, preferably in the range 50 to 70 degrees.
  • the angle of the bends between the first and second webs at the locations 58a, 58b are preferably in the range 80 to 100 degrees.
  • the term "end” is used to describe the locations of the bends between the connecting panels or webs.
  • the "ends” 48a, 48b, 50a, 50b, 58a, 58b are in fact the locations of bends between one straight section (panel or web) and another.
  • the bracket 28 is formed by bending from a sheet of metal of a certain thickness, these bends each have a radius of curvature.
  • Figure 3 shows a first mode of deformation of the bracket 28 in the event of an impact to the rail 24.
  • Equivalent components have the same reference numerals as used in Figures 1 and 2 . Because the rear panel 42 is wider than the front face 18 of the post 12, the impact is transmitted through the bracket 28 to the post 12. The impact force applied to the rail 24 is transmitted into the front panel 40, along the side panels 44, 46 to the ends 48a, 48b of the rear panel 42. The reaction to the impact force by the post 12 occurs in the central portion of the rear panel 42. the rear panel 42 is therefore subjected to bending moments, which are highest at the positions 60a, 60b adjacent the edges of the front face 18 of the post 12.
  • the bracket 28 starts to deform at the positions 60a, 60b where the bending moments are largest such that the ends 48a, 48b of the rear panel 42 are pushed backwards relative to the front face 18 of the post 12.
  • the effect of this deformation of the bracket 28 is for the angle between the second, longer web portions 54a, 54b of the side panels 44, 46 and the deformed rear panel 42 to reduce, eventually to a point where it resists further deformation (i.e. becomes stiffer).
  • this first mode of deformation there is relative large degree of movement in the bracket 28, meaning that the rail 24 can be pushed a significant distance towards the post 12.
  • a second mode of deformation occurs.
  • Equivalent components have the same reference numerals as used in Figures 1 to 3 .
  • the second mode of deformation involves a closing of the angles of the bends at the locations 50a, 50b, 58a, 58b between the front panel 40, the first, shorter web portions 52a, 52b, and the second, longer web portions 54a, 54b.
  • the transition between the first and second modes of deformation need not be a sudden or instantaneous, but that there may be a progressive transition.
  • bracket 28 Once the bracket 28 has been deformed to its full extent, as shown in Figure 4 , any additional load is transferred directly to the post 12. The rail 24 will then start to bend and deflect the post 12 with forces being transferred into the anchorage in the plinth 16 at the post base 14.
  • Figure 5 illustrates the modes of deformation of the bracket 28 mounted to the post 12 (the rail and fixing bolts have been removed for clarity), with the shapes of the bracket after deformation in each mode superimposed. Equivalent components have the same reference numerals as used in Figures 1 to 4 .
  • the initial bracket shape 28a is shown in solid outline; the shape 28b follows deformation in the first mode; and the shape 28c follows deformation in the second mode.
  • the front panel 40 is shown as 40a in the undeformed bracket, 40b after the first mode deformation and 40c after the second mode deformation. As can be seen, the front panel 40 moves further towards the post 12 during deformation in the first mode, and does not move as far during deformation in the second mode. Also, it can be seen in Figure 5 that the width of the front panel 40 is reduced as the bracket is deformed. This is a consequence of the deformation of the side panels 44, 46 of the bracket and absorbs some of the energy of the impact.
  • a single bracket component can be used to achieve plural modes of deformation and a progressive transition in the stiffness in the event of an impact.
  • the use of a single component bracket not only reduces material and product costs compared with known multi-component bracket systems, but also simplifies the installation of a barrier or parapet.
  • the use of a single bracket simplifies maintenance and replacement after an impact.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Bridges Or Land Bridges (AREA)
EP13275312.0A 2012-12-20 2013-12-13 Leitplankenträger Active EP2746461B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1223004.1A GB2511030B (en) 2012-12-20 2012-12-20 Crash barrier bracket.

Publications (2)

Publication Number Publication Date
EP2746461A1 true EP2746461A1 (de) 2014-06-25
EP2746461B1 EP2746461B1 (de) 2015-06-03

Family

ID=47631080

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13275312.0A Active EP2746461B1 (de) 2012-12-20 2013-12-13 Leitplankenträger

Country Status (5)

Country Link
EP (1) EP2746461B1 (de)
AU (1) AU2013270610B2 (de)
DK (1) DK2746461T3 (de)
GB (1) GB2511030B (de)
NZ (1) NZ618979A (de)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2195385A (en) * 1984-04-13 1988-04-07 Vincent Michael Demarest Vehicle crash barriers
EP1496160A1 (de) * 2003-07-09 2005-01-12 Les Profiles Du Centre Abstandshalter für den Pfosten einer Strassenleitplanke
EP1813726A1 (de) * 2006-06-26 2007-08-01 Corus UK LTD. Sicherheitssperre

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH419215A (fr) * 1965-03-31 1966-08-31 Clotura S A Dispositif de fixation d'une glissière de sécurité sur un support rigide
FR2843762B1 (fr) * 2002-08-20 2011-07-29 Jean Claude Frederic Dupuis Barriere de securite pour voies de circulation de vehicules, comprenant des ecarteurs deformables
DE102005020917A1 (de) * 2005-05-04 2006-11-09 Studiengesellschaft für Stahlschutzplanken eV Schutzplankenanordnung
DE202005013218U1 (de) * 2005-08-19 2005-10-27 SGGT Straßenausstattungen GmbH Schutzplankenstrang
ITMI20080780A1 (it) * 2008-04-29 2009-10-30 K Lab S R L Mezzi di protezione ad assorbimento continuo da applicare ad una barriera stradale o autostradale per proteggere un motociclista in caso di urto contro la barriera stessa
ES2397894B1 (es) * 2011-04-20 2013-12-16 Juan Jose Maria Gonzalez Uriarte Amortiguador elastoplástico para sistemas de contención de vehículos y sistema de contención que lo incluye

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2195385A (en) * 1984-04-13 1988-04-07 Vincent Michael Demarest Vehicle crash barriers
EP1496160A1 (de) * 2003-07-09 2005-01-12 Les Profiles Du Centre Abstandshalter für den Pfosten einer Strassenleitplanke
EP1813726A1 (de) * 2006-06-26 2007-08-01 Corus UK LTD. Sicherheitssperre

Also Published As

Publication number Publication date
GB2511030A (en) 2014-08-27
EP2746461B1 (de) 2015-06-03
AU2013270610B2 (en) 2017-03-30
AU2013270610A1 (en) 2014-07-10
GB201223004D0 (en) 2013-01-30
GB2511030B (en) 2020-07-15
DK2746461T3 (en) 2015-08-24
NZ618979A (en) 2015-02-27

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