FR2789413A1 - Safety barrier for racetrack has blocks hinged together at adjacent ends to form pivot axes - Google Patents

Abstract

The safety barrier for a racetrack has individual blocks (1) connected at their adjacent side walls by vertical pivot axes situated alternately on one side or the other of the walls. The imaginary line which connects the axes forma a Zig-Zag shape. the blocks can be hollow.

Description

The present invention relates to a safety barrier for

circulation.

  It also relates to an individual block constituting this barrier.

  Such a barrier is in particular intended to be installed along a traffic lane, between the latter and an embankment or a ditch. Another application of such a barrier is that of the separation between two traffic lanes, for example at a central reservation. Yet another application of such a barrier is

  that of the delimitation of works.

  The safety barriers most generally installed along roads are made up of vertical posts, installed on the ground at regular intervals, on which horizontal profiles are fixed. These profiles have a suitable shape for

be, in principle, harmless.

  This system is designed so that, in the event of a relatively violent vehicle impact against the barrier, the profiles undergo a slight longitudinal translation.

  compared to the others, while separating from the posts.

  In practice, it is then necessary, after each accident that has occurred, to repair the barrier, by re-attaching the profiles to the posts, or even changing them, following their deterioration. These operations are costly in terms of

  materials, labor and response time.

  Unfortunately, such barriers are very dangerous for bikers. Indeed, many injuries and deaths occur as a result of impacts against the posts or the profiles, the latter being at the height of the legs

bikers.

  Another type of barrier is also known, formed by a juxtaposition of elongated individual blocks, linked in pairs by posts anchored to the ground. In the event of impacts, such blocks have no latitude to deform in order to absorb the energy generated by the impact of the vehicle. Under these conditions, it is the vehicle itself which

  crashes heavily against the barrier.

  The object of the present invention is to remedy these drawbacks.

  A first objective of the invention is to provide a safety barrier formed by a juxtaposition of individual blocks, which can retain the vehicle on the traffic lane, redirect it towards it, while collecting a large part of the energy

  kinetics generated by the impact of the vehicle.

  A second objective is to provide the least hurtful barrier

possible for bikers.

  Another objective is to propose a barrier whose installation and maintenance

  are easy and inexpensive, so that they can be transferred to the production of the blocks themselves

  same, the investments to be implemented.

  These and other objectives are achieved, in accordance with the present invention, by the fact that said blocks are connected to each other at their adjacent transverse walls by vertical articulation axes located alternately on one side and the other of said walls, so that the virtual line which joins said

axes affects the shape of a zigzag.

  Thus, during an impact against the barrier, the building blocks of the barrier will slide transversely towards the outside of the traffic lane, this movement absorbing part of the kinetic energy of the impact. The fictitious broken (zigzag) line will deform until it forms a curved line. In this configuration, the blocks, everything

  remaining united to each other, guide the vehicle towards the traffic lane.

  In addition, in the case of individual blocks devoid of profiles and

  posts, the risk of serious accidents for bikers is reduced.

  Furthermore, according to other advantageous but non-limiting characteristics: - said blocks are hollow;

  said blocks are ballasted with a filling material, in particular

  powdery or granular; - Said axes of articulation extend in the vicinity of the top of said blocks;

  - at least the upper part of said blocks is in a parallelepi-

  rectangle fag; - The articulation axes of the same block extend symmetrically on either side of its longitudinal and vertical median plane; - At least one longitudinal face of said blocks has a curved surface which gives them a flared shape downwards; - Said blocks have a symmetrical shape with respect to their longitudinal and vertical median plane; - the axes of the same block are connected to each other; the connecting means of said axes consist of a cable or a plate,

especially metallic.

  The invention also relates to an individual block constituting such a barrier. Other characteristics and advantages of the invention will become apparent on

  reading of the detailed description which follows of a preferred embodiment but

  not limiting. This description will be made with reference to the accompanying drawings in which:

  - Figure 1 is a perspective view of a building block of a barrier according to the present invention; - Figure 2 is a partial diagram of such a barrier, seen from above; - Figures 3 and 4 are diagrams of a barrier, respectively seen in perspective and from above, formed of eight juxtaposed blocks, respectively before and after a vehicle impact; - Figure 5 is a detailed front view of the articulation zone of two neighboring blocks; - Figure 6 is a diagram showing, seen from above, the end of a safety barrier; - Figure 7 is a side view of a block forming an integral part of a barrier intended to be placed between two traffic lanes; - Figures 8 and 9 are block diagrams of two embodiments of the blocks; - Figures 10 and 11 are diagrams intended to illustrate the calculation of

  block dimensions according to the desired offset of the barrier.

  The block 1 shown in Figure 1 is a hollow block made, for example, in

  resistant plastic or metal.

  This block has approximately the shape of a rectangular parallelepiped and

  has planar and horizontal upper and lower walls 10 and 11.

  Its small transverse and vertical walls are referenced 12 and 13,

  while its large longitudinal and vertical walls are referenced 14 and 15.

  The wall 15 is strictly vertical, while the wall 14 has, in its lower part, a curvature of concavity directed towards the outside, which gives it a flared shape downwards. Preferably and as illustrated in FIG. 1, the connection of the wall 14 to the bottom wall 11 is made in a gentle manner, so as to generate a

non-injurious area.

  In a different embodiment, the block could register

  strictly in a rectangular parallelepiped.

  Preferably, such a block is ballasted, so as to increase its inertia, its friction on the ground and reinforce its resistance to deformations due to the shocks which it is likely to absorb. Holes not shown, for example formed in the upper wall 10, may be provided to allow filling with ballast material. This can consist of a powdery or granular material, such as sand, glass microbeads, etc. At its transverse walls 12 and 13, the block includes articulation elements 2 and 3 which materialize articulation axes X X ', parallel and vertical. These elements form an integral part of the block. We will explain later

  in the description, a particular embodiment of these elements, with reference to the

figure 5.

  As shown in Figure 1, the axes of articulation X X 'are located for

  one, on one side of the face 12, and for the other on the opposite side of the face 13.

  In this embodiment, the two axes extend symmetrically on either side of a longitudinal and vertical median plane not shown. It is not

necessarily so systematically.

  In a first aspect of the invention, it relates to a barrier of

  security consisting of a juxtaposition of individual blocks.

  An exemplary embodiment is shown in Figure 2. In accordance with

  the invention, the blocks 1 are connected to each other at their transverse walls.

  the aforementioned by the axes X X '. When drawing a virtual line V which connects the axes

  articulation between them, we get a broken line in a zig-zag.

  This line is particularly visible in Figure 3 o the barrier 4 consists of a juxtaposition of eight blocks 1, aligned along the edge B of a track

circulation.

  As soon as the barrier is subjected to a force f having a transverse component, for example as a result of a vehicle impact, the boxes slide in the transverse direction (arrow g), that is to say towards outside the taxiway, so that the virtual line V 'which connects the axes of the blocks is no longer

  shaped like a zig zag, but is curved.

  In doing so, the barrier retains its integrity, which means that blocks 1

  do not disassociate from each other.

  We will now refer to Figure 5 where a form of

  particular realization of the articulation elements 2 and 3.

  These elements are an integral part of hinges 20, respectively 30, which extend inside the blocks. These hinges extend, at the level of the walls

  12 and 13, outside of these, by fingers 2 let 31 forming a projection.

  As shown in the figure, the fingers 21 are two in number, while the fingers 31 are three in number. Their arrangement and dimensions are such

  that they can nest in each other.

  They are all pierced with an axial and vertical opening, suitable for receiving a

  rod 4, materializing the axis X X 'mentioned above.

  There is therefore a certain freedom of pivoting of the neighboring blocks, one by

  relative to each other, around the rod 4.

  A nut 5 and an associated counter nut 5 'are engaged at the end

  lower ankle to strengthen the bond.

  As this figure also shows, the hinges 20 and 30 each extend by a cable 7 which is also attached to the hinge arranged at the level

  from the opposite wall of the same block. As we will see later in the description,

  this two-to-two hinge connection allows the blocks to resist breaking whatever

  either the type of vehicle and the extent of the shock to which they are subjected.

  In Figure 6 is shown the end of a barrier in which an end block 1 'has a tapered shape. It is articulated on the one hand with respect to the neighboring block 1 and with respect to the ground. For this purpose, a long rod is engaged in the element 3 which it

door and is anchored to the ground.

  Block 1 "in FIG. 7 is intended to constitute, with other blocks of the same type, a safety barrier for central reservation of traffic lanes. To this end, it has a perfectly symmetrical shape with respect to has a

  median, longitudinal and vertical plane P.

  As for the blocks 1 of FIG. 9, they have in their angles

  reinforcements 6 intended to improve their resistance to deformation.

  The design of the blocks 1, 1 ′, 1 "and in particular the broken line formed by the virtual line V which connects their axes allows, during a shock to this line, like an elastic, to be tensed until gradually line the XX 'axes and then present a curvilinear arrangement. This arrangement roughly reproduces the trajectory

  of the vehicle, from the point of impact to its stop.

  It will be noted that the first part of the line approaches a straight line, while the second is rather curvilinear, such as to bring the vehicle towards the road while braking it. Consequently, with this type of safety barrier, the blocks suffer little, because the vehicle which leaves the road, follows a trajectory which tends to place the blocks so that the broken line always has the same tendency to deform following a

  curve approximately parallel to this trajectory.

  The shape, dimensions and choice of materials for the boxes depend on the nature of the objectives to be achieved (economic, types of vehicles

  concerned, etc.) and the nature of the locations planned on the roads.

  Regarding the shape, it will have to take into account the fall of the bikers in order to avoid brutal shocks and to allow them the most fluid trajectory possible. The concave shape as shown in Figures 1 and 7 is a possible example. This particular shape not only helps to cushion the fall of bikers, but also to give the blocks a better seat. It also makes it possible to improve the resistance of the blocks to lateral displacement, by the rolling of the vehicle wheels, during impacts, on their concave part, which increases the friction force. Concerning the dimensions, these will depend on the regulatory spaces of offset of the slides at the shoulders or solid ground

  central (T.P.C.), but also full-scale standardized tests on site.

  As an indication, the dimensions of a block may be as follows: length = between 2 and 4 m; - average width = from 0.40 m to 0.60 m;

- height = from 0.70 m to 0.80 m.

  The assembly of the barrier in accordance with the invention is facilitated by the absence of supports (except at the ends) because the alignment of the blocks by one

  compared to others is easy to achieve.

  Premarking on the ground seems to be a good solution for preparing work sites. In principle, the barrier is designed to deform without breaking, and without

  blocks are damaged.

  After a shock, it should be enough, with appropriate means, to put back

  put the blocks in place to put them back in line.

  In case the barrier is damaged (one or more blocks would be

  damaged), it would be easy to replace the block or blocks in question.

  The cost of maintenance should therefore be lower than it is today.

  In addition, the repair times would also be improved.

  Furthermore, the invention eliminates the periodic work of adjusting the height of the slides, for example due to the progressive natural raising of the

shoulders.

  We will now refer to Figures 10 and 11 to explain the method

  calculating the dimensions of the blocks as a function of the desired transverse offset.

  With reference to FIG. 10, the following dimensions are defined: - La = length between the two axes of the block; - L = block length;

- I = width of the block.

  Let "n" be the number of blocks having been moved by a vehicle during

of a shock.

  Either at the angle formed by the core of the block, that is to say the cable 7 with its external face 14. This angle will be approximately equal to the angle formed between the tangent to the curve determined by the line V '' connecting the blocks after the shock and the right connecting the

extreme blocks that have not moved.

  Let "d" the offset after the impact between the point furthest from the curvilinear line V 'connecting the axes, and the right connecting the axes of the first and last block

having not moved in shock.

Ona: d = n xL xtg (a / 2).

  Thus, for the following dimensions: L = 2 n 1 = 0.30 n

  onatg at = I / L = 0.15, or act = 9 o d = 0.0787 n.

  Thus, - for n = 10, we have d = 0.787 met nL = 20 m; -pourn = 15, onad = 1.18 metnL = 30m;

  -pourn = 20, we have d = 1,57metnL = 40m.

Claims (9)

  1. Safety barrier for taxiways, consisting of a juxtaposition of individual blocks (1, 1 ', 1 "), characterized in that said blocks (1, 1', 1") are connected to each other at their neighboring transverse walls (12, 13) by vertical articulation axes (X, X ') located alternately on one side and the other of said walls, so that the virtual line (V) which joins said axes affects the shape of a zig zag.   2. Barrier according to claim 1, characterized in that said blocks (1, 1 ', 1 ") are hollow.   3. Barrier according to claim 2, characterized in that said blocks (1, 1 ', 1 ") are ballasted with the aid of a filling material, in particular pulverulent or granular.   4. Barrier according to one of claims 1 to 3, characterized in that   said articulation axes (X, X ') extend in the vicinity of the top of said blocks (1, 1 ', 1 ").   5. Barrier according to one of claims 1 to 4, characterized in that   that at least the upper part of said blocks (1, 1 ', 1 ") is inscribed in a rectangular parallelepiped. 6. Barrier according to claim 5, characterized in that the articulation axes (X, X ') of the same block extend symmetrically on either side of   its longitudinal and vertical median plane (P).   7. Barrier according to claim 5 or 6, characterized in that at least one longitudinal face (13, 14) of said blocks (1, 1 ', 1 ") has a surface   curve which gives them a flared shape downwards.   8. Barrier according to claim 7, characterized in that said blocks (1 ") have a symmetrical shape with respect to their longitudinal median plane and vertical (P).   9. Barrier according to one of claims 1 to 8, characterized in that   the axes (X, X ') of the same block (1, 1', 1 ") are connected to each other.   1 0. Barrier according to claim 9, characterized in that the connecting means of said axes (X, X ') consist of a cable (32) or a plate, especially metallic.   1 1. Individual block constituting a barrier according to one of the claims 1 to 10.