NL2032718B1 - Passive-safe pole - Google Patents
Passive-safe pole Download PDFInfo
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- NL2032718B1 NL2032718B1 NL2032718A NL2032718A NL2032718B1 NL 2032718 B1 NL2032718 B1 NL 2032718B1 NL 2032718 A NL2032718 A NL 2032718A NL 2032718 A NL2032718 A NL 2032718A NL 2032718 B1 NL2032718 B1 NL 2032718B1
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- Prior art keywords
- pole
- flange
- pile
- transverse
- post
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- 238000004873 anchoring Methods 0.000 claims abstract description 10
- 238000005452 bending Methods 0.000 claims description 26
- 238000000034 method Methods 0.000 claims description 6
- 238000010276 construction Methods 0.000 claims description 3
- 238000010521 absorption reaction Methods 0.000 description 20
- 238000012360 testing method Methods 0.000 description 4
- 229910000831 Steel Inorganic materials 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 2
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 229910052751 metal Inorganic materials 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 238000010606 normalization Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000003313 weakening effect Effects 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 229910045601 alloy Inorganic materials 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 208000014674 injury Diseases 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000008832 photodamage Effects 0.000 description 1
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
- 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
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
The invention relates to a passive safe pole for anchoring in ground with respect to a positioning surface on top of the ground, wherein the pole defines a longitudinal direction along the pole, a first transverse direction perpendicularto the longitudinal direction and a second transverse direction perpendicular to both the longitudinal and first transverse directions, wherein the longitudinal direction is intended to be in a vertical direction and the first and second transverse directions are intended to be in a horizontal plane when the passive safe pole is anchored in the ground. The passive safe pole comprises an elongated hollow pole body extending along the longitudinal direction and at least one flange body attached to the hollow pole body and extending along the longitudinal and first transverse directions.
Description
Passive-safe pole
[01] The invention relates to a passive-safe pole for anchoring in ground with respect to a positioning surface on top of the ground.
[02] Passive safe poles are known and applied along roads as, for instance, a lamp post or a sign post carrying traffic signs or other types of signs such as bill boards. The poles can be configured to satisfy the safety regulations according to European EN 12767 standard.
[03] EN 12767 specifies the reguirements and method for testing of supporting structures located in the nearest vicinity of the road. This standard, in relation to the target operating conditions, indicates three classes of 50, 70 and 100 km/h for the vehicle velocity during high speed crash tests and the mandatory low speed test of 35 km/h. Each velocity class has its own assigned category of energy absorption for the tested structure. The standard defines division into three degrees of energy absorption: a high energy absorption category (HE), a low energy absorption category (LE) and a non-energy absorption category (NE). The energy absorption level is determined by the exit-speed of the car 12m after point of impact of the selected high speed test. The best vehicle occupant-safety level can be achieved in combination with the non-energy absorption category (NE) since the vehicle will experience a limited deceleration at collision impact.
[04] The impact conditions are predetermined in the regulations. The other important criterion in certifying a pole for a safety category are the Theoretical Head Impact Velocity (THIV) and the Acceleration Severity Index (ASD. Both values determine the occupant safety level and should also not exceed certain predetermined values.
[05] The energy absorption category is important when secondary hazards, because of a secondary impact (for occupants of the vehicle and/or for pedestrians), play an important role. ASI and THIV are important for the primary hazard for the vehicle occupant. The lower
ASI and THIV upon collision impact, the better for the vehicle occupant. Since, the exit speed is important for the secondary hazard for occupants and pedestrians, the lower the exit speed after the collision, the lower the secondary risks for vehicle occupants and pedestrians.
[06] When the high-energy absorption category (HE) is required, the highest possible occupant safety level is desired as well. The non-energy absorption category is required in case of no secondary risk. This gives the best performance for the vehicle occupants during the primary impact. In case of secondary risks it's preferred to raise the energy absorption level, but this will also result in a lower occupant safety level. To achieve so, the highest energy absorption category in combination with the highest possible occupant safety level would be required.
[07] When carrying a billboard or sign, such billboard or sign will catch wind, which will cause a force load onto the poles carrying the billboard or sign. Especially for tall billboards or signs, this may cause large force loads onto the poles at high wind velocities.
The poles should be able to withstand large wind loads while still satisfying the above safety requirements. Tall poles for tall billboards should on the one hand be strong to be able to withstand high bending moments caused by high wind loads, and on the other hand provide a sufficient safety level upon impact by a car that may accidentally crash into the pole(s) of the billboard or sign.
[08] It is an objective of the invention to provide a passive-safe pole having a reduced impact resistance along a first transverse direction and a strong bending resistance over a second transverse direction perpendicular to the first transverse direction of the pole.
[09] It is another or alternative objective of the invention to provide a passive-safe pole which can be produced in a simple manner.
[10] It is yet another or alternative objective of the invention to provide a passive-safe pole having a lightweight construction.
[11] It is yet another or alternative objective of the invention to provide a passive-safe pole that is easy to install.
[12] It is yet another or alternative objective of the invention to provide a passive-safe pole that can withstand high bending moments.
[13] It is yet another or alternative object of the invention to provide a passive-safe pole for carrying tall billboards or signs, which can withstand high wind loads.
[14] It is yet another or alternative object of the invention to provide a pole with a high bending resistance and a low impact resistance.
[15] In one aspect, the invention provides a passive safe pole for anchoring in ground with respect to a positioning surface on top of the ground, wherein the pole defines a longitudinal direction along the pole, a first transverse direction perpendicular to the longitudinal direction and a second transverse direction perpendicular to both the longitudinal and first transverse directions, wherein the longitudinal direction is intended to be in a vertical direction and the second transverse direction is intended to be in a horizontal direction when the passive safe pole is anchored in the ground, and wherein the passive safe pole comprises an elongated hollow pole body extending along the longitudinal direction, and at least one flange body attached to the hollow pole body and extending along the longitudinal and first transverse directions.
[16] According to an embodiment, the at least one flange body is configured and arranged for absorption a predetermined amount of collision energy resulting from a collision impact of a road vehicle with the pole.
[17] According to an embodiment, the at least one flange body is attached to the hollow pole body such that the pole provides a first and a second bending resistances along the longitudinal direction, the first bending resistance is over the second transverse direction, the second bending resistance is over the first transverse direction, and the second bending resistance is smaller than the first bending resistance at a same longitudinal position on the pole.
[18] According to an embodiment, one or more of the at least one flange body comprises a plate-shaped resistance flange part attached to the hollow pole body and extending along the longitudinal and first transverse directions.
[19] According to an embodiment, one or more of the at least one flange body having the plate-shaped resistance flange part are configured as a T-shaped flange comprising a transverse flange part, especially a plate-shaped transverse flange part, extending along the longitudinal direction and a direction transverse to the first transverse direction and being attached to a side of the plate-shaped resistance flange part opposite a side of the plate-shaped resistance flange part attached to the hollow pole body.
[20] According to an embodiment, the hollow pole body has an oval, circular, square, rectangular, or polygonal cross section transverse to the longitudinal direction (2).
[21] According to an embodiment, the hollow pole body has a longitudinal central axis, and one or more of the at least one flange body are attached to the hollow pole body so that a plane through the one or more of the at least one flange body along the longitudinal and first transverse directions comprises the longitudinal central axis.
[22] According to an embodiment, the at least one flange body comprises a first flange body and a second flange body, and the first and second flange bodies are attached to the hollow pale body at opposite sides of the hollow pole body.
[23] According to another embodiment, the pole comprises a breaking area at a fracture position where the pole is intended to break upon impact of a colliding object such as a car, and the breaking area is configured to comprise a decreased strength as compared to areas of the pole adjacent the breaking area.
[24] According to an embodiment, the fracture position is associated with an expected impact point of the car with the pole with respect to the positioning surface when the pole is anchored in the ground.
[25] According to an embodiment, one or more of the at least one flange body in the breaking area comprises a perforation area comprising perforations.
[26] According to another embodiment, the perforation area extends over a length of at least 0.5 meter, optionally at least 1 meter, optionally about 2 meter along the longitudinal direction, around the expected impact point.
[27] According to an embodiment, the perforation area comprises a line of perforations extending along a side of the one or more of the at least one flange body, which is attached to the hollow pole body.
[28] According to an embodiment, the perforation area comprises a line of perforations extending along a side of the plate-shaped resistance flange part of the one or more of the at least one flange body, which is connected to the transverse flange part.
[29] According to an embodiment, the breaking area is configured so that it will break according to an applicable standard such as the European EN 12767 normalization standard.
[30] According to an embodiment, the pole is configured for anchoring in the ground without using a rigid foundation.
[31] According to an embodiment, the pole is configured for anchoring without using a breakable connection to a foundation.
[32] In another aspect, the invention provides a lamp post comprising one or more the above mentioned passive safe poles.
[33] In another aspect, the invention provides a sign post comprising one or more the above mentioned passive safe poles.
[34] In another aspect, the invention provides a method for positioning a passive- safe pole for anchoring in ground on a side of the road, wherein the road defines a traffic flow direction in which traffic is intended to flow over the road, and the method comprises the steps of; - providing a pole according to the above mentioned passive safe pole, and - providing the pole in the ground with the longitudinal direction in the vertical direction and the first transverse direction including an angle in the range of 0 — 20 degrees with the traffic flow direction, preferably including an angle in the range of 0 —- 5 degrees with the traffic flow direction, most preferably being parallel to the traffic flow direction.
[35] Further features and advantages of the invention will become apparent from the description of the invention by way of non-limiting and non-exclusive embodiments. These embodiments are not to be construed as limiting the scope of protection. The person skilled in the art will realize that other alternatives and equivalent embodiments of the invention can be conceived and reduced to practice without departing from the scope of the present invention. Embodiments of the invention will be described with reference to the accompanying drawings, in which like or same reference symbols denote like, same or corresponding parts, and in which
Figure 1 shows a lamp post comprising an embodiment of a pole according to the invention and a car, before a collision impact of the car against the pole;
Figure 2 shows a top view of a pole in another embodiment, before the collision impact of a car against the pole;
Figure 3 shows the lamp post and the car of Figure 1, just after a collision impact of the car against the pole;
Figure 4 shows an enlarged schematical view of detail A of Figure 2, just after the collision impact of the car against the pole;
Figure 5 shows a cross section of a pole in another embodiment according to the invention, which comprises a breaking area at a fracture position;
Figure 6 schematically shows a cross section of a pole according to an embodiment of the invention, having an elongated hollow pole body, and two flange bodies having a wave shaped resistance flange parts attached to the hollow pole body, and transverse flange parts attached to the wave shaped resistance flange parts;
Figure 7A schematically shows a cross section of a pole according to an embodiment of the invention, having an elongated hollow pole body and one flange body having a plate-shaped resistance flange part attached to the hollow pole body;
Figure 7B schematically shows a cross section of a pole according to an embodiment of the invention, having an elongated hollow pole body and two flange bodies having plate-shaped resistance flange parts attached to the hollow pole body;
Figure 7C schematically shows a cross section of a pole according to an embodiment of the invention, having an elongated hollow pole body and one flange body having a plate-shaped resistance flange part and a transverse flange part;
Figure 7D and 7E schematically show a cross sections of a pole having an elongated hollow pole body that has an oval cross section;
Figure 7F schematically shows a cross sections of a pole having an elongated hollow pole body that has a polygonal cross section; and
Figure 8 shows a sign post comprising three poles according to the invention.
[36] Figure 8 shows a sign or billboard 50 carried by three poles 10 according to the invention. The billboard 50 is intended for positioning along a road with the front of the billboard facing the upcoming traffic traveling over the road. The billboard 50 will catch winds blowing, which causes high wind loads on the billboard and therefore onto the poles 10. The wind loads and corresponding bending moments exerted on the poles are in a direction perpendicular to the front face of the billboard, which is the X direction as indicated by the axis system shown in figure 8. The poles 10 show to have a larger width in the X direction as compared to a width of the poles in the Y direction to provide a larger bending resistance in the X direction, since the wind loads will not act in the Y direction. In such case, a bending moment My caused by forces of the wind is exerted on the pole. Said bending moment occurs over a second transverse direction Y at positions along the longitudinal direction Z of the pole. Rigidity of the structure in the Y direction is provided by the whole assembly of multiple poles 10 and billboard 50 secured to the poles. Since the billboard faces the traffic flow, the X direction will more or less align with the traffic flow direction.
[37] Figure 1 shows a lamp post 100 that comprises a pole 10 that is similar to the poles 10 of figure 8. The pole 10 of figure 1 is provided with a lamp fitting 40 at its top end.
The description below holds for both the pole 10 of figure 8 and the pole 10 of figure 1.
Figure 1 further shows a car, especially a road car R, before a collision impact of the car against the pole 10. The pole 10 is anchored in the ground G with respect to a positioning surface 11 on top of the ground G, when the pole is in place such that the pole is in an upright (vertical) position. The pole defines a longitudinal direction Z along the pole, a first transverse direction X perpendicular to the longitudinal direction Z and a second transverse direction Y perpendicular to both the longitudinal and first transverse directions Z, X. The pole 10 comprises an elongated hollow pole body 30 extending along the longitudinal direction Z and two flange bodies 21, 22 attached to the hollow pole body and extending along the longitudinal and first transverse directions Z, X.
[38] As shown schematically in Figures 2 and 5, the pole 10 comprises an elongated hollow pole body 30 having a circular cross section and two flange bodies 21, 22 that are attached to the hollow pole body 30. The hollow pole body 30 has a longitudinal central axis
C, and the flange bodies 21, 22 are attached to the hollow pole body 30 so that a plane through each of the flange bodies 21, 22 along the longitudinal and first transverse directions
Z, X comprises the longitudinal central axis C.
[39] The pole 10 in the embodiment shown has the hollow pole body 30 in the form of a tube having a cylindrical shape with diameter 145 mm and a wall thickness of about 3 mm. The hollow pole body is manufactured from an aluminum tube or a tube of an aluminum alloy. Any other suitable material such as a plastic or another metal may be used as well. The aluminum (alloy) pole is formed with a metal extrusion process such that two flange bodies 21, 22 and the elongated hollow pole body 30 are produced in one-piece form.
[40] The pole 10 having flange bodies 21, 22 and hollow pole body 30 arrangement can be anchored to the ground G, by sticking into the ground G, without using a rigid foundation or without using some breakable connection to a foundation. In that way, the installation of the pole is not too sensitive as the planting-depth of the profile is not so important compared to, for instance, shear-off baseplate (breakable) constructions. This equally applies to other embodiments of the pole according to the invention.
[41] Figure 2 shows a top view of a pole 10 of Figures 1 and 8, before the collision impact of the car against the pole 10. In the shown embodiment of the pole 10, each of the flange bodies 21, 22 having the plate-shaped resistance flange part 21.2, 22.2 is configured as a T-shaped flange. Each of said T-shaped flanges 21, 22 comprises a transverse flange part 21.1, 22.1, especially a plate-shaped transverse flange part, extending along a direction transverse to the first transverse direction X and being attached to a side of the plate-shaped resistance flange part 21.2, 22.2 opposite a side of the plate-shaped resistance flange part 21.2, 22.2 attached to the hollow pole body 30.
[42] The pole as shown in figures 1, 2 and 8 is generally positioned along roads.
Cars R travel over the road H in a traffic-flow direction T. Wind forces can be induced on the pole 10 in dependence of actual winds present and their directions. In such case, a bending moment caused by forces of the wind is exerted on the pole. Said bending moment occurs over a second transverse direction Y at positions along the longitudinal direction Z of the pole. The pole should be able to withstand such a bending moment exerted on the pole by any wind forces. Therefore, by having flange bodies 21, 22, the pole 10 provides a bending resistance over the second transverse direction Y, along the longitudinal direction of the pole 10 to withstand any bending forces acting in the first transverse direction X.
[43] For example, in the shown embodiment of Figure 8, the sign 50 mounted on the pole(s) 10 will catch the wind only in the first transverse direction X, not in the second transverse direction Y. Therefore, in order to provide a pole that withstands any bending forces caused by wind forces acting in the first transverse direction X , the bending resistance of the pole 10 over the second transverse direction Y should be greater than a bending resistance provided over the first transverse direction X, along the longitudinal direction of the pole 10.
[44] By having the flange bodies 21, 22, the pole 10 absorbs an amount of collision energy. Such absorption of collision energy results in a slowing down of the car R with a certain velocity. At the time of a collision, the car shown in Figures 1 and 2 will travel along an impact direction W that is generally at an angle a with respect to the first transverse direction X, which is set parallel to a direction of the traffic flow in the embodiment shown.
The impact direction W is defined by the car traveling from the road H with the angle a under degrees with respect to the first transverse direction X and the traffic flow direction T.
Preferably, the pole is positioned with the first transverse direction X including a small angle a, for instance, in the range of 0 — 20 degrees, with the traffic flow direction T which is parallel to the first transverse direction X of the pole 10. 20 [45] Figure 3 illustrates a case when the car accidently leaves the road and collides into the pole. Figure 3 shows the situation just after the impact on the pole of figures 1 and 2, but equally applies to other poles according to the invention. The pole 10 shown in Figure 3 is arranged such that the car R is most likely to collide to the flange body 21, which absorbs an amount of collision energy resulting from a collision impact of a road vehicle R with the pole 10. As a result of said absorption, as shown in section A of Figure 3, the flange body 21 is deformed and the pole will break at a fracture position (not shown in figure 3) upon impact of the colliding car.
[46] After the collision, the flange body 21 wrenches along the first transverse direction X in order to absorb the amount of collision energy resulting from a collision impact of a road vehicle R with the pole 10. In order to provide the absorption of the collision energy, such a configuration of the pole 10 with flange bodies 21, 22 provides reduced impact resistance along the first transverse direction X for possible collisions along the impact direction W. In that way, the pole become passive safe due to this non-symmetric strength over both directions X,Y,
[47] Furthermore, at the time of the collision a head of the driver or the passenger in the car R will travel along the impact direction W within the car R, based on the law of inertia.
After having travelled some distance with respect to the car, the head of the driver or a passenger will hit a part of the car, such as the dashboard or the steering wheel. Such velocity difference between the head and the car R should be small enough to not cause damage (injury) to the passenger or the driver, or only cause some light damage. Safety regulations, like the European EN 12767 normalisation standard that is applicable to such poles that are to be positioned along roads, therefore prescribe a maximum allowable value for the relative velocity at which the free object hits the car. In order to allow such amount of velocity, the EN 12767 standard defines the relative angle of the impact direction of the car
R with respect to the traffic direction flow with an angle of 20°.
[48] Figure 4 shows the enlarged view of detail A of Figure 3, in a schematic representation. As a result of the collision of the car R, the pole is deformed as is shown in detail A, and thereby the flange body 21 collapses over the impact point 14 of the car R to the pole 10, so that the pole 10 will break at the fracture position 13. The point of impact 14 is the point where a bumper of the car R collides into the pole, and is generally associated with an area 35-40 cm above the positioning surface 11 of the pole 10. The actual location of the fracture position 13 is not accurately known beforehand, but is based on the actual impact point 14 and the positioning surface 11 of the pole, when the pole 10 is anchored in the ground G.
[49] The fracture position 13 may be specifically designed into the pole 10 at a certain location by a dedicated arrangement or weakening as schematically shown in figure 4. As shown in Figure 5, a breaking area of the pole is provided by the flange bodies 21, 22 having a perforation area 25 comprising perforations. Such an arrangement of the perforation area 25 will introduce a weakening of pole by having the breaking area, where the pole 10 is most likely to break at the fracture position.
[50] The perforation area 25 extends over a length of at least 0.5 meter, optionally at least 1 meter, optionally about 2 meter along the longitudinal direction Z of the pole 10, around an expected point of impact 14. If a car collides into such pole with sufficient velocity, especially a velocity around 100 km/h, the pole will break around a location of the impact point 14 in the perforated area where the bumper of the car hits the pole 10.
[51] In the embodiment as shown in Figure 5, the perforation area 25 comprises a first line of perforations extending along a side of each of the flange bodies 21, 22, which is attached to the hollow pole body 30, and a second line of perforations extending along an opposite side of each of the flange bodies 21, 22. However, the pole 10 can be constructed as well in a way that the perforation area 25 comprises, for instance, only a line of perforations extending along a side of each of the flange bodies 21,22, which is attached to the hollow pole body 30, or only a line of perforations extending along a side of each of the flange bodies 21,22, which is opposite to the side which is attached to the hollow pole body 30.
[52] In an exemplary embodiment, the second line of perforations of the perforation area 25 of Figure 5 extends along a side of each of the plate-shaped resistance flange part 21.2, 22.2 of the T-shaped flanges 21, 22, which is connected to the each transverse flange part 21.1, 22.1.
[53] Figure 8 illustrates an embodiment of the pole 10 comprising flange bodies 21, 22 that each has a transverse flange part 21.1, 22.1 and a wave shaped resistance part
21.3, 22.3. Each of the transverse flange parts 21.1, 22.1 is in the form of a plate shape extending along a direction transverse to the first transverse direction X and being attached to a side of the wave shaped resistance part 21.3, 22.3 opposite a side of the wave shaped resistance part 21.3, 22.3 which is attached to the hollow pole body 30.
[54] By having the flange bodies 21, 22 shown in Figure 6, in the case of the collision of the car onto the pole 10, one of the wave shaped resistance part 21.3, 22.3 which is arranged to face with the direction of the traffic flow compresses against the hollow pole body 30 along the first transverse direction X in order to absorb the amount of collision energy resulting from a collision impact of a road vehicle R with the pole 10. In order to provide the absorption of the collision energy, such a configuration of the pole 10 with such flange bodies 21, 22 provides reduced impact resistance along the first transverse direction
X for possible collisions along the impact direction W.
[55] To further explain different configurations of the flange body in the pole arrangement, exemplary embodiments of the pole 10 are shown in figures 7A to 7C. Figure 7A shows a schematical cross section of the pole 10 having the elongated hollow pole body 30 having a circular cross section and one flange body 21 having a plate-shaped resistance flange part 21.2 attached to the hollow pole body 30.
[56] The pole 10 shown in Figure 7A is located a side of the road, such that the car
R will collide to the flange body 21, along the impact direction, to allow the flange body 21 to wrench along the longitudinal direction Z of the pole 10.
[57] Figure 7B shows that the pole comprises an elongated hollow pole body 30 having a circular cross section and two flange bodies 21, 22 having plate-shaped resistance flange parts 21.2, 22.2, each of which is attached to the hollow pole body 30.
[58] As in the embodiment of Figure 7A, the pole of Figure 7B is also to be located at the side of the road, such that the car R can collide to the flange body 21, along the first transverse direction X. In the event of the collision of the car R, the pole is deformed, thereby collapsing the flange body 21 over the hollow pole body 30. Accordingly, the flange body 21 will absorb an amount of collision energy resulting from the collision impact of the road vehicle R with the pole 10.first transverse direction.
[59] Figure 7C shows a schematical cross section the pole 10 having the elongated hollow pole body 30 having a circular cross section and one flange body 21 having a plate-shaped resistance flange part 21.2 and the transverse flange part 21.1.
[60] To further explain different cross sections of the hollow pole body 30 in the pole arrangement, exemplary embodiments of the pole 10 are shown in Figures 7D to 7F. Figure 7D shows a schematical cross section the pole 10 having the elongated hollow pole body 30 having an oval cross section and one flange body 21 having a plate-shaped resistance flange part 21.2 attached to the hollow pole body 30. A long diameter of the oval-shaped pole body extends along the second transverse direction Y of the pole 10.
[61] In the embodiment shown in Figure 7E, the pole 10 having the elongated hollow pole body 30 having an oval cross section and the flange body 21 is as depicted in Figure
7D. Differently from figure 7D, in this embodiment, the long diameter of the oval-shaped hollow pole body 30 extends along the first transverse direction X of the pole 10.
[62] Figure 7F shows a schematical cross section the pole 10 having the elongated hollow pole body 30 having a polygonal cross section and one flange body 21 having a plate-shaped resistance flange part 21.2 attached to the hollow pole body 30.
[63] The hollow pole bodies 30 having polygonal, circular, and oval cross sections are shown in figures 7D to 7F as examples. As indicated, the hollow pole body 30 according to the invention can have a cross section in the form of any appropriate shape.
[64] The pole 10 according to the invention can be incorporated in a lamp post 100 as described in Figure 1. It can also be incorporated in a sign post 200, such as a post or pole carrying a traffic sign or a billboard 50 as shown in figure 8. In shown exemplary embodiment of Figure 8, the sign post 200 comprises three poles 10 that are anchored to the ground G at the positioning surface 11. Each of the poles 10 comprises T-shaped flanges 21, 22 as disclosed in Figure 2 and the elongated hollow pole body 30. The hollow pole body 30 in the middle of two T-shaped flanges 21, 22, may allow to store electrical wires within.
[65] In some embodiments, the hollow pole body 30 may further have steel wires attached within the pole body to strengthen the pole body 10. By having such an arrangement in the pole 10, in the case of a collision, the car R can undergo high energy absorption of collision energy after a collision impact, which is according to the HE level in the EN 12767 standard. The pole with the hollow pole body 30 in the middle of two T-shaped flanges 21, 22, which would already satisfy the NE or LE level in the EN 12767 standard, now can be upgraded to the HE level with the pole 10 having additional steel wires within the hollow pole body 30. In that way, such a high energy absorption arrangement provides that the car R is slowed down to a safe velocity or even to a standstill to safeguard the occupants of the car against the consequences of a second impact against objects, such as, for instances, trees, behind the pole. It also safeguards other persons or objects in the vicinity of the collision against the car that got off the road to collide into the pole 10. It can be configured such that it satisfies an occupant safety level of 1, 2 or 3 in accordance with the EN 12767 standard.
[66] In this exemplary embodiment, each of the poles 10 is anchored together with rigid foundations 12 in the ground G. However, this is not a limitation of the invention. Each of the poles 10 having flange bodies 21, 22 and hollow pole body 30 arrangement can be anchored in the ground G by sticking it into the ground G. This can be done without using a baseplate, a rigid foundation and a breakable connection.
[67] Further, the pole according to the invention is positioned alongside a road. The pole can be placed in a position with a predetermined distance from the road. The pole is positioned to have the first transverse direction X oriented with 0 - 20° angle with respect to the direction of the traffic flow on the road. Preferably, the first transverse direction X includes an angle in the range of 0 — 5° with the traffic flow direction 7, most preferred the first transverse direction X is oriented parallel to the traffic flow direction T.
[68] Other uses and applications of the inventive traffic-safe and collision energy absorption pole can easily be envisioned when having read and understood the foregoing description and the accompanying claims.
Claims (20)
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL2032718A NL2032718B1 (en) | 2022-08-10 | 2022-08-10 | Passive-safe pole |
| PCT/NL2023/050307 WO2024035256A1 (en) | 2022-08-10 | 2023-06-01 | Passive-safe pole |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL2032718A NL2032718B1 (en) | 2022-08-10 | 2022-08-10 | Passive-safe pole |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| NL2032718B1 true NL2032718B1 (en) | 2024-02-16 |
Family
ID=84462637
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| NL2032718A NL2032718B1 (en) | 2022-08-10 | 2022-08-10 | Passive-safe pole |
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| Country | Link |
|---|---|
| NL (1) | NL2032718B1 (en) |
| WO (1) | WO2024035256A1 (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1870914A (en) * | 1929-02-11 | 1932-08-09 | Lane Frank | Sheet metal structure |
| US4738058A (en) * | 1985-06-18 | 1988-04-19 | Lars Svensson | Post |
| US20130008096A1 (en) * | 2010-04-01 | 2013-01-10 | Michael Griffiths | Utility pole |
| US20130069800A1 (en) * | 2010-04-15 | 2013-03-21 | Kosedag Tel Orme Sanayi Ve Ticaret Ithalat Ihracat A.S. | Solar energy fence post structure |
| EP3775441A1 (en) * | 2018-03-30 | 2021-02-17 | Kahlberg Zaun GmbH | Fence post with attaching means and a modular fencing system |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NL273313A (en) * | 1962-01-09 | 1964-09-10 | ||
| FR2698417B1 (en) * | 1992-11-24 | 1995-02-10 | Plastil | Device for assembling posts and panels. |
| CN101824935B (en) * | 2010-04-13 | 2013-07-10 | 张家港固耐特围栏系统有限公司 | Upright fence post and fence |
-
2022
- 2022-08-10 NL NL2032718A patent/NL2032718B1/en active
-
2023
- 2023-06-01 WO PCT/NL2023/050307 patent/WO2024035256A1/en unknown
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1870914A (en) * | 1929-02-11 | 1932-08-09 | Lane Frank | Sheet metal structure |
| US4738058A (en) * | 1985-06-18 | 1988-04-19 | Lars Svensson | Post |
| US20130008096A1 (en) * | 2010-04-01 | 2013-01-10 | Michael Griffiths | Utility pole |
| US20130069800A1 (en) * | 2010-04-15 | 2013-03-21 | Kosedag Tel Orme Sanayi Ve Ticaret Ithalat Ihracat A.S. | Solar energy fence post structure |
| EP3775441A1 (en) * | 2018-03-30 | 2021-02-17 | Kahlberg Zaun GmbH | Fence post with attaching means and a modular fencing system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024035256A1 (en) | 2024-02-15 |
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