EP3162962B1 - Mât de signalisation de section polygonale ayant des faces ajourees - Google Patents

Mât de signalisation de section polygonale ayant des faces ajourees Download PDF

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Publication number
EP3162962B1
EP3162962B1 EP16195725.3A EP16195725A EP3162962B1 EP 3162962 B1 EP3162962 B1 EP 3162962B1 EP 16195725 A EP16195725 A EP 16195725A EP 3162962 B1 EP3162962 B1 EP 3162962B1
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EP
European Patent Office
Prior art keywords
mast
base
height
signalling
section
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EP16195725.3A
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German (de)
English (en)
French (fr)
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EP3162962A1 (fr
Inventor
Benjamin BARBAUD
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.)
Lacroix Signalisation SAS
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Lacroix Signalisation SAS
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    • 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
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
    • E01F9/623—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection
    • E01F9/631—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection specially adapted for breaking, disengaging, collapsing or permanently deforming when deflected or displaced, e.g. by vehicle impact
    • E01F9/635—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by form or by structural features, e.g. for enabling displacement or deflection specially adapted for breaking, disengaging, collapsing or permanently deforming when deflected or displaced, e.g. by vehicle impact by shearing or tearing, e.g. having weakened zones
    • E—FIXED CONSTRUCTIONS
    • E04—BUILDING
    • E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
    • E04H12/00—Towers; Masts or poles; Chimney stacks; Water-towers; Methods of erecting such structures
    • E04H12/02—Structures made of specified materials
    • E—FIXED CONSTRUCTIONS
    • E04—BUILDING
    • E04H—BUILDINGS OR LIKE STRUCTURES FOR PARTICULAR PURPOSES; SWIMMING OR SPLASH BATHS OR POOLS; MASTS; FENCING; TENTS OR CANOPIES, IN GENERAL
    • E04H12/00—Towers; Masts or poles; Chimney stacks; Water-towers; Methods of erecting such structures
    • E04H12/02—Structures made of specified materials
    • E04H12/08—Structures made of specified materials of metal

Definitions

  • the field of the invention is that of poles supporting signaling devices. More specifically, the invention relates to the fact that the signaling mast is of the tubular type and of polygonal section, the faces thus formed are separated by angles formed of two planar wings.
  • the panels are either fixed on walls or fixed in the upper part of a signal mast. It is recommended at the level of the traffic lanes (road, street, intersection, ...) to use a signal mast consisting of a base mast at the bottom, and a riser extending this base mast and supporting the panel signaling.
  • the panel must be positioned at a height sufficient to be visible from a distance and therefore generally above 2 meters.
  • Such masts have a structure strong enough to withstand the wind. This strength can be dangerous in case of shocks with a vehicle.
  • Safety standards for example the European standard EN 12767, require that masts supporting traffic signs located along the roads must in case of shock deform in order to absorb some of the kinetic energy or to detach.
  • the masts that are torn from their base during a side impact do not absorb or little energy from the vehicle, which is why they are called “NE” as "No Energy”. If, however, the rest hung on the ground and is able to slow down and stop the vehicle, it is called HE as "High Energy” because it absorbs the kinetic energy of the vehicle.
  • This last type of base mast is obviously much safer than the first because it avoids over-accidents.
  • a damaged vehicle that is still rolling can hit another vehicle, or a pedestrian. If the signal mast slows the vehicle but can not stop it, it is called “LE” as “Low Energy”.
  • the classification of a mast in terms of safety This is done using a vehicle running at a standard speed such as 50, 70, or 100 kilometers per hour (depending on the manufacturer's choice) and striking a mast.
  • the table below classifies the masts as HE, LE and NE according to their impact velocities and their measured velocities after impact: 50 Km / h 70 Km / h 100 Km / h HEY 0 Km / h 0 to 5 Km / h 0 to 50 Km / h THE 0 to 5 Km / h 5 to 30 Km / h 50 to 70 Km / h BORN 5 to 50 Km / h 30 to 70 Km / h 70 to 100 Km / h
  • a vehicle launched at 50 Km / h makes a deceleration important but not dangerous overall for the occupants. It would not be the same if the vehicle is stopped by an obstacle while driving at 100 km / h or more. To avoid causing the occupants to decelerate too much, the mast must be able to stop the vehicle launched at 50 km / h in a few meters, in which case it is HE (or 50HE). At 100 km / h, the mast must slow down the vehicle without too sudden deceleration. It is possible to obtain this result by increasing the length of the mast. This is usually not possible because of the standardized dimensions. These safety and dimension constraints require very fine determination of the impact resistance of the signal masts and compromise.
  • the resistance of the masts depends on many parameters, including section, material and dimensions.
  • the majority of the masts have a substantially circular section because this manufacturing process is the simplest and allows to easily orient the panel with fasteners by clamp semi-circular collar.
  • This type of base mast can be fixed either on a metal plate which is then bolted conventionally on a solid concrete anchor, or by an existing system of hooves.
  • a cylindrical mast is made of rolled sheet steel or aluminum spun. By acting on the thickness of the sheet and the diameter, certain performances are obtained, and in particular a certain level of impact resistance.
  • the manufacturing method consists of winding long fibers on a mandrel by coating them with resin, the adjustment variable to obtain a given resistance to the shock lies in the manner of winding the fiber and the final thickness of the fiber. material.
  • the ground fixing of this type of mast is very different from the fixing of those made of sheet metal, their base is embedded in a concrete block from a height of one meter. This installation process is relatively expensive. In addition, if such a mast is damaged, following a shock for example, its replacement requires heavy work and a considerable cost. Because of this, these signal masts are little used and in places where the risks of deterioration are low.
  • a third type of mast is that their sections are polygonal.
  • the geometrical structure of each face of the mast can serve as an adjustment variable to obtain a resistance and impact deformation compatible with safety standards.
  • Another variable to control the deformation is that the faces of the mast are not full but have days.
  • the mast is then like a deformable lattice, the presence of these days also provides a beautiful visual effect.
  • the deformation in case of shock is progressive and offers a good level of security.
  • the base of the polygon is fixed on a plate that comes to bear on a concrete block. In case of deterioration, the replacement is quite fast.
  • the manufacturing process of such mast is generally identical to that of the drawn sheet, and therefore quite expensive.
  • the invention particularly aims at a signal mast having in the lower part a mast base which is deformed in the event of a collision with a vehicle and absorbs a large part of the kinetic energy of the vehicle.
  • an object of the invention is to provide a mast that complies with the standards in force and can stop a vehicle without stopping it net.
  • the object of the invention is, according to at least one embodiment, to stop the vehicle only when the impact occurs below a determined speed.
  • the invention proposes a signaling pole intended to carry a luminous or non-luminous display element of the tubular type.
  • Said mat comprises a polygonal section openwork mast base forming a plurality of faces separated by edges, and an upper part in the extension of the mast base supporting the display element.
  • the mast base has a plurality of aligned days in the height direction, the section of the mast base being constant over its entire height.
  • the days are made on the faces of the base mast, the intervals between the days of two contiguous faces defining angles having two planar wings.
  • the lengths of the wings of the angles associated with the day closest to the base of the mast diminish punctually to constitute an area of weakness intended to break the base mast during a shock by a high velocity object.
  • the mast is easy to manufacture and folds easily in case of impact.
  • the signal mast is detached from the ground and saves the vehicle and its occupants a sudden stop.
  • the section of the mast base is square, the lengths of the wings of the four angles thus produced at a given height being equal.
  • the mast can be made from a square section tube, in which days are practiced.
  • the length of the wings of the brackets decreases as a function of the height of the corresponding day.
  • At least a portion of the days has a trapezoidal shape.
  • the trapezoidal shapes of the days on two perpendicular faces and being at the same height are symmetrically mirror.
  • the number of days is comprised in the following set: 7, 8 and 9.
  • the invention relates to a signaling pole intended to carry a luminous or non-luminous display element, of the tubular type, comprising a perforated mast base of polygonal section forming a plurality of faces separated by ridges, and an upper part in the extension of the base mast supporting the display element.
  • the mast base has a plurality of aligned days in the height direction.
  • the section of the base mast is constant over its entire height, the days are made on the faces of the base mast, the intervals between the days of two contiguous faces defining angles having two planar wings.
  • the signal mast is easy to manufacture and easily bends in the event of collision with a vehicle, so as not to stop it and limit the injuries of its occupants.
  • Numerous signaling devices are arranged along roadsides and roads to signal directions or places to users either on foot or by means of a means of transport (bicycle, car, horse, ). These devices have a flat and elongated shape and are preferably rectangular. These devices are generally fixed in the upper part of a mast to be visible from afar.
  • the Fig. 1 represents an example of signaling mast 1 complying with the European safety standard EN 12899.
  • the mast mainly comprises two parts: a base mast 2 surmounted by a riser 3.
  • the base mast is preferably manufactured to from a polygonal section tube whose faces are structured to deform in the event of a side impact according to a programmed pattern while remaining attached to the ground with a plate 4.
  • the dimensions defining the section of the base mast are constant over its entire height.
  • the riser is also constituted by a tube whose section is generally circular to provide the greatest possible number of orientations to the sign 5 which is fixed on it.
  • the riser 3 is secured to the mast base by means of a part 6 called separation.
  • days 7 are made on each side of the mast base by removal of material which can be carried out preferably by a laser tube, but also by a cutting with pressurized water, or with a cookie cutter .
  • Many simulations were performed to calculate the behavior of the mast during a side impact, imitating a collision with a vehicle launched at a certain speed.
  • the simulations made it possible to determine the deformation of the mast base and the behavior of the vehicle during and after the collision, and in particular the distance traveled by the vehicle between the moment of the impact and the moment when the vehicle is definitely stopped.
  • this distance and according to standard NF EN 12767-1 it is possible to classify the mast in terms of safety of use.
  • the simulations made it possible to select several types of basic openwork mast, defining the section of the tube constituting the signal mast, the number the position and the shape of the days according to the height.
  • the example illustrated by the Fig.1 presents good results.
  • the mast base has a number of trapezoidal days on all sides, the trapeziums are arranged longitudinally in the middle of each face forming a line, each trapezium being rotated 180 ° relative to its neighbors.
  • the Fig. 2 presents an example of section of the base mast at the level of days practiced on the mast.
  • the section of the mast base is square.
  • the days 7 cut in two each of the four faces of the base mast constituting on both sides two plane wings appearing on the right and left of the days in the figure, each wing joining another wing of a contiguous face forming an angle.
  • the section being square, the angle between each wing forming an angle is equal to 90 °.
  • the Fig. 3 shows an example of cutting the mast base to a level that has no day according to the first embodiment of the mast. At this height, the cut has a square shape.
  • the Fig. 4 presents a second example of cutting the mast base at the level of days on the mast.
  • the section is hexagonal.
  • the section The base of the mast has six angles consisting of two planar wings joining at an angle of 120 °.
  • the Fig. 5 presents plans rated from a mast base forming part of a signaling mast according to a third exemplary embodiment.
  • the length of the wings of the angles decreases as a function of the height of the corresponding day.
  • the surface of the days practiced on each face of the base mast is increasing proportionally to the height of this day.
  • the structure of the mast base is more deformable as one goes up.
  • the base mast bends at ground level, the lower part remains relatively rigid and, under the vehicle can slow down effectively, the upper part remains secured and can be wound on the front face of the vehicle.
  • the tube constituting the base mast has external dimensions of 120 millimeters for a thickness of 4 millimeters.
  • the tubes between two oblique sides of two contiguous trapezes are 20 millimeters apart and the distance between two projecting ends of two contiguous trapezes is 290 millimeters.
  • the oblique sides of the trapeziums are inclined with respect to the base of 30 °.
  • the structure of the mast base is modeled in a plurality of angles formed by two wings each having the same width I in a horizontal direction and having a height h in a vertical direction.
  • the base thus pierced mast has a lattice structure having on each side x days (in Figure x varies from 1 to 7).
  • the total height of the base mast is denoted H.
  • H the total height of the base mast.
  • For a given day x (the day x_1 being the closest to the plate 4), its height is expressed by a function h (x) and the length of the wings of the angles located at the same height as this day is expressed by the function l (x).
  • L be the total width of a face of the mast
  • the width of a day is therefore equal to this total width L minus the length of the two wings situated at the same height as this day: [L - (2 xl (x) )].
  • the widths L are equal to 120, 140 and 180 millimeters.
  • the area of an angle section associated with today x is equal to 2 x [e x 1 (x)] where e is the thickness of the material constituting the tube of the mast. If there are four angles (square section tube) the total section of the mast base is 8 x [e x l (x)].
  • the value l (x) decreases as a function of height, the section of tube between the days decreases when one goes up the mast, thus decreasing its rigidity.
  • the different simulations show that in order to best meet the safety criteria, the ratio between l (x_max) / l (x_1) must be between 0.7 and 1. Each day is sized to withstand buckling, and the effort compression it undergoes, resulting from a horizontal force F exerted at the top of the mast.
  • the trapezoidal shapes of the days on two perpendicular faces and being at the same height present continuity symmetrically in mirror.
  • This feature is visible on the Fig. 8 , the days of the face appearing in the foreground, revealing the days of the face on the opposite side, we can thus see that the tube blades separating the days of the back face are oriented differently than the tubes of tube separating the days of the the front face. This characteristic allows a continuity of reinforcements.
  • the total section of the mast base 2 has a minimum width at the level of the day 7 closest to the plate 4. This effect is obtained by an enlargement of this day thus decreasing the width of each angle flange at this height. In this way, a zone of weakness 8 is created at the bottom of the mast base. This zone makes it possible to break the base mast at this point when the impact with a vehicle is too violent.
  • the simulations made it possible to determine that with a mast base with a square section of 140 millimeters on the side and having a thickness of 4 millimeters, the enlargement has a length of 55 millimeters.
  • the Fig. 7 represents an example of separation part 6 solidarizing the Mast base 2 with the riser 3.
  • the separating piece 6 consists of a plate forming a tilted U, the two branches of which form a sheath in the center in which the riser slides.
  • a stop located at the base of the sleeve ensures that when using a sliding assembly for the upper part, the sliding part does not penetrate the polygonal section portion which would affect the capacity.
  • the separation part 6 and / or the plate 4 are fixed by welding or screw. The use of screws makes it possible to calibrate the impact resistance of the lower part connection with the plate or the separating plate.
  • the strength of the connection between the two parts must be sufficient to avoid the separation of the two sections during the fall of the mast.
  • the separation part makes it possible to bind the two parts of the signal mast but reduces the effects of one part on the other which could modify the behavior of the lower part.
  • This plate locks the geometry of the top of the bottom part.
  • the Fig. 8 shows a signal mast in perspective showing the connection with the riser.
  • the section of the tube forming the base mast is square.
  • the plate 4 is also visible and in particular the ground fixing holes for the passage of the screws.
  • the Fig. 9 .a to 9.d present a simulation of the mast undergoing a collision with a vehicle for a speed of 50 Km / h. Just before the impact, the mast is perfectly straight as the Fig. 9 .at.
  • the mast object of the present invention begins to deform by marrying the shape of the front of the vehicle ( Fig. 9 .b ). The vehicle then starts to slow down with some deceleration. The shock continues as shown in Fig. 9 .c ..
  • the bottom of the base mast begins to lie down under the vehicle but remains attached to the plate 4.
  • the resistance to the advance of the vehicle produced by the mast is exerted over the entire length in contact with the vehicle and deceleration becomes important.
  • the different parts are made of steel preferably, or metal alloy protected against corrosion, or thermoplastic polymer.
  • the invention is not limited to the embodiments that have just been described.
  • the invention can be implemented by any device displaying any type of graphical or textual indications, placed at any place, inside or outside.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Materials Engineering (AREA)
  • Wood Science & Technology (AREA)
  • Road Signs Or Road Markings (AREA)
  • Illuminated Signs And Luminous Advertising (AREA)
EP16195725.3A 2015-10-29 2016-10-26 Mât de signalisation de section polygonale ayant des faces ajourees Active EP3162962B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1560390A FR3043102A1 (fr) 2015-10-29 2015-10-29 Mat de signalisation de section polygonale ayant des faces ajourees

Publications (2)

Publication Number Publication Date
EP3162962A1 EP3162962A1 (fr) 2017-05-03
EP3162962B1 true EP3162962B1 (fr) 2018-02-28

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EP16195725.3A Active EP3162962B1 (fr) 2015-10-29 2016-10-26 Mât de signalisation de section polygonale ayant des faces ajourees

Country Status (6)

Country Link
EP (1) EP3162962B1 (no)
DK (1) DK3162962T3 (no)
ES (1) ES2664945T3 (no)
FR (1) FR3043102A1 (no)
MA (1) MA40730A (no)
NO (1) NO3162962T3 (no)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110644391B (zh) * 2019-09-23 2021-10-15 士高建设集团有限公司 一种市政交通防撞柱

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3628296A (en) * 1969-09-02 1971-12-21 Unistrut Corp Breakaway sign support
US3628297A (en) 1970-01-02 1971-12-21 Cletus Richardson Wall installation
AT371193B (de) * 1979-12-10 1983-06-10 Voest Alpine Krems Mit durchbrechungen versehener metallmast
WO2009066065A2 (en) * 2007-11-24 2009-05-28 Varley And Gulliver Limited Structural support
FR2976599B1 (fr) * 2011-06-20 2015-11-06 Lacroix Signalisation Poteau de securite pour la signalisation

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
ES2664945T3 (es) 2018-04-24
NO3162962T3 (no) 2018-07-28
EP3162962A1 (fr) 2017-05-03
DK3162962T3 (en) 2018-04-23
FR3043102A1 (fr) 2017-05-05
MA40730A (fr) 2017-05-03

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