RU160005U1 - END PLOT OF ROAD BARRIER Fencing - Google Patents

Abstract

1. The end section of the barrier-type road fence made of beams fixed to the uprights, with the possibility of pairing with the working section in front of or after it, with a decrease in the direction from the working section to the road surface, while the upper edge of the beam is located throughout the end section above the road surface, characterized in that it comprises a first section adapted to interface with the working section and a second section conjugated to the first section, the beam of the first section being installed with odolnym slope toward the road surface and the beam of the second section is oriented essentially parallel to the surface dorogi.2. The end section of the road fence according to claim 1, characterized in that an angular element is installed in the interface section of the first section with the second section to connect the beams of these sections at an angle identical to the corner element installed in the interface section of the first section with the working section. 3. The end section of the road fence according to claim 1, characterized in that the lower edge of the beam along the entire length of the second section is on the road surface or above this surface. The end section of the road fence according to claim 1 or 3, characterized in that a tip is installed at the free end of the second section adjacent to the end of the beam and made with a longitudinal slope in the direction from the end of the beam to the road surface. 5. The end section of the road fence according to claim 4, characterized in that the head and beam are fixed separately.

Description

The utility model relates to restraint road barriers, designed for installation on the sidelines and dividing lanes of roads, namely, to the end (initial and final) sections of the fence.

Known lateral holding road barriers of the barrier type, in which the energy of the shock is extinguished due to the elastoplastic deformation of the material of the elements of the fence - racks, beams, consoles, etc., designed to prevent the vehicle from leaving the roadbed and bridge structure, crossing the dividing strip, collisions with an oncoming vehicle, collision with massive obstacles and structures located on the dividing strip, roadside and in the right of way (GOST R 52606-2006. T to technical means of traffic. The classification of road barriers [1]).

There are known fences of the indicated type, equipped with initial and final sections, made downward in the direction from the working section to the road surface, and in fences installed on the side of the road, also with a smooth turn (driving) to the edge of the subgrade (GOST 31994-2013. traffic management. Side road holding fences for automobiles. General technical requirements [2]). The initial and final sections are intended for the adoption of the longitudinal force acting when the car hits the working section of the fence. At the same time, the beams of the barrier fences at the initial and final sections are lowered to the road surface, i.e. the free end of the beam is completely buried (GOST R 52289-2004. Technical means of traffic management. Rules for the use of road signs, markings, traffic lights, road fences and guiding devices [3]).

At the initial and final sections in the known fencing, the upper edge of the beam over a considerable distance from the deepened end of the beam is located very low above the road surface - for example, with the height of the fence at the working section of 0.75 m and the length of the initial section of 18 m, the upper edge of the beam for more than 2 m is located at an altitude below 0.09 m above the road surface, and over 1 m - below 0.04 m, resulting in the following disadvantages of the known fencing:

- for several meters, the beam cannot even perform the functions of a curb - it is known that curbs with a height of at least 25 cm should be used to keep the vehicle on the roadway (Methods for ensuring passive safety of roads (manual), VNIIBD USSR Ministry of Internal Affairs, 1980 [4] ), but such a height for the indicated numerical example is achieved only at a distance of at least 6 m from the recessed end of the beam;

- the fencing of the fence to the edge of the subgrade in reality turns out to be correspondingly significantly less than the calculated one, determined by the full length of the initial / final section;

- the beam within a few meters from the deepened end of the beam is visually poorly distinguishable, especially under adverse weather conditions.

The inclined arrangement of the beam along the entire length of the start / end section in the known fence also creates a danger for road users due to the fact that when hitting the end of the fence in the axial direction, the car lands on an inclined beam, which can lead to the car turning over.

Closest to the proposed end section is the known end (start / end) section of the barrier-type road fence made of beams fixed to the uprights, with the possibility of pairing with the working section in front of or after it, with a decrease in the direction from the working section to the road surface, along the entire length of the end section, the upper edge of the beam is above the road surface (Technical conditions TU 5216-067-36910961-97 as amended No. 1, 2. Road holding fences for cars, lateral, the first type in unilateral and bilateral execution. - CJSC Yuzhuralavtoban, 2000, drawing 2c / Access mode:

http://www.gostrf.com/normadata/1/4293807/4293807482.pdf [5]), selected as a prototype of the utility model.

Hereinafter, the generalized term “end section” is used to mean the concepts of “initial section” and “final section”.

In the known end section, the free end of the beam is partially deepened, and the upper edge at this end of the beam is higher than the road surface (for example, half the height of the beam).

However, as in the well-known fence [2], the inclined location of the beam along the entire known end section [5] creates a danger for road users: when driving into the end of the fence in the axial direction, the car immediately lands on an inclined beam, which can lead to turning the car over.

The technical problem solved by the proposed utility model is to increase safety by reducing the risk of the car turning over when hitting the end of the fence in the axial direction.

The technical result consists in the possibility of preliminary braking (reduction of kinetic energy) of the car when driving over the fence in the axial direction, until it interacts with an inclined beam. In addition, the amount of earthwork during the installation of end sections is reduced and the maintainability of the fence is increased.

This result is achieved in that the end section of the barrier-type road fence is made of beams fixed to the uprights, with the possibility of coupling with the working section in front of or after it, with a decrease in the direction from the working section to the road surface, while throughout the end section the upper edge of the beam is above the road surface, in accordance with the proposed utility model contains a first section configured to interface with the work area, and a second section, mated the first section, and the beam of the first section is installed with a longitudinal slope towards the road surface, and the beam of the second section is oriented essentially parallel to the road surface.

New features - the implementation of the end section consisting of two sections, of which the first is made with the possibility of interfacing with the working section, and the second is paired with the first section, and the beam of the first section is installed with a longitudinal slope, and the beam of the second section is oriented essentially parallel to the road surface , - provide, when hitting the end of the fence in the axial direction, the vehicle can brake until it interacts with an inclined beam of the first section, thereby increasing without pasnosti.

In the particular case of the implementation of the utility model, an angular element is installed in the interface unit of the first section with the second section to connect the beams of these sections at an angle identical to the angle element installed in the interface unit of the first section with the working section. The implementation of this feature is possible with any design of the specified interface node, for example, using the well-known section of the corner beams (see GOST 26804-2012. Road metal fences of the barrier type. Technical conditions [6]).

Preferably, the lower edge of the beam along the entire length of the second section is on or above the road surface, i.e. the beam of the second section is installed without deepening, which eliminates the need for earthwork when installing the end sections, and also increases the maintainability of the fence.

At the free end of the second section, a head can be installed adjacent to the end of the beam and made with a longitudinal slope in the direction from the end of the beam to the road surface. The head can be made of metal, as well as of various building materials - concrete, polymeric materials, etc. In this particular case, the possibility of hitting the car directly at the end of the beam of the second section is prevented, thereby reducing the risk for road users when the car is hitting the fence in the axial direction.

Preferably, said head and beam are secured separately, i.e. the head is mounted on a separate (additional) post, or on the second section closest to the head post, with separate fasteners (bolts, nuts) that are not connected with the beam mounting on the same post. As a result, the head is prevented from moving together with the beam when the latter is torn off, which could be dangerous.

The terms used have the following meanings:

- fencing section worker: the main part of the fencing intended for receiving shock loads and transferring the arising forces to the initial and final sections;

- end fencing section: start or end fencing section;

- the initial section of the enclosure: the part of the enclosure located in front of the enclosure (along the direction of the vehicle) and designed to accept the longitudinal force acting when the vehicle collides with the enclosure;

- the end section of the fence: the part of the fence located after the working section of the fence (in the direction of the vehicle) and designed to accept the longitudinal force acting when the car hits the working section of the fence;

- axial collision: the approach of the car to the fence, in which the projections onto the road plane of the longitudinal axes of the car and the working section of the fence at the beginning of the car’s contact with the end section are parallel to each other.

Other terms are known from regulatory documents and technical literature.

The essence of the proposed utility model is illustrated by the example of a one-way barrier fence installed on the side of the road, using a two-wave bent profile as a beam, and is illustrated by drawings, where:

- in FIG. 1 shows a one-way barrier fence mounted on the side of a road, plan view;

- in FIG. 2 - the initial section of the fence in FIG. 1, view of the front surface of the beam;

- in FIG. 3 is a view A in FIG. 2;

- in FIG. 4 is the same as FIG. 2, an example of installing a beam of a second section above a road surface;

- in FIG. 5 is a view B in FIG. four;

- in FIG. 6 is a section BB of FIG. 3;

- in FIG. 7 is a section GG in FIG. 3;

- in FIG. 8 is a section DD in FIG. 5;

- in FIG. 9 - node E in FIG. four.

The one-sided barrier fence (Fig. 1) installed on the roadside 1 of the road (on the subgrade) contains a working section 2 and conjugated with it, in front of and after it, an initial section 3 and an end section 4. The fence contains double-curved beams profile height H1, mounted on racks. The design of the initial section 3 and the final section 4 is the same. The direction of movement of vehicles along the carriageway is indicated by an arrow.

Work section 2 contains a beam 5, mounted on racks 6 with a console 7 (see Fig. 6), which is used as a well-known rigid console KZh according to GOST 26804-2012 [6]. The upper edge of the beam 5 is located at a height of H2 above the road surface.

The initial section 3 (Fig. 2-3) consists of a first section 8, in which the beam 9 is installed with a longitudinal slope, and a second section 10, in which the beam 11 is oriented essentially parallel to the road surface. The upper edge of the beam 11 is at a height H3 above the road surface, and in this example, the height H3 is chosen less than the height of the beam H1, and the lower edge of the beam 11 is below the road surface, i.e. beam 11 is partially buried (see Fig. 7).

In the second section 10, the mounting of the beam 11 on the uprights 12 is made without a console, by means of a bracket 13 (see Fig. 7). In the first section 8, the fastening of the beam 9 on the rack 14 is performed similarly to the fastening of the beam 5 of the working section 2, and on the rack 15 without the console, by means of the bracket 13.

The connection of the beam 9 of the first section 8 with the beam 5 of the working section 2 and with the beam 11 of the second section 10 is made through intermediate corner elements 16, which are used as a known section of the beam angular SBU in accordance with GOST 26804-2012 [6].

At the free end of the beam 11 is installed arcuate in plan end element 17.

The fence works as follows. When the vehicle (car) collides with the barrier fence within the working area 2, it deforms, due to which shock energy is absorbed, and the longitudinal force is transmitted through the beam 5 to the initial section 3 and the final section 4. The first section 8 of the initial section 3 during lateral impact within this section it can also absorb impact energy. When hitting the barrier fence in the axial direction within the second section 10 of the initial section 3, the specified second section performs the function of a curb (impact energy is extinguished due to the resistance of the wheels and the vehicle's suspension), which provides correction of the vehicle's trajectory towards the first section. When the car is driven axially into the end face of the second section 10, the beam 11 falls under the bottom of the vehicle, and part of the kinetic energy of the vehicle is extinguished due to friction of the latter on the upper edge of the beam 11, after which the vehicle interacts with an inclined beam 9 already with reduced kinetic energy .

In another example (Fig. 4-5), the upper edge of the beam 18 of the second section 10 of the initial section 3 is fixed on the uprights 19 and is located at a height H4 above the road surface, and in this example, the height H4 is selected greater than the height of the beam H1, as a result of which the lower edge of the beam 18 is located above the road surface (see FIG. 8).

The free end of the beam 18 is adjacent to the head 20, made with a longitudinal slope of its upper edge 21 in the direction from the end of the beam 18 to the road surface. The head 20 is not connected to the beam 18, - it is mounted on the stand 22, buried in the roadbed, separately from the beam 18.

When the car hits the barrier fence in the axial direction at the end of the second section 10, the car first rises on the head 20, and only after that interacts with the upper edge of the beam 18. Otherwise, the operation of the fence does not differ from the above in the first example.

The above examples confirm the possibility of implementing a utility model using standard elements of well-known metal road fences.

The above examples do not exhaust the possible options for implementing the utility model. For example, the railing may be two-sided, the railing beams may have a different transverse profile, the beam joining nodes at an angle may have a different design, the railing may be multi-tiered, the consoles may be of different types, or the consoles may be missing, etc.

List of sources used:

1. GOST R 52606-2006. Technical means of traffic management. Classification of road fences.

2. GOST 31994-2013. Technical means of traffic management. Side road holding fences for cars. General technical requirements.

3. GOST R 52289-2004. Technical means of traffic management. Rules for the use of road signs, markings, traffic lights, road fences and guiding devices.

4. Methods for ensuring passive safety of roads (manual). VNIIBD Ministry of Internal Affairs of the USSR, 1980.

5. Technical specifications TU 5216-067-36910961-97 as amended No. 1, 2. Road fences, retention, for vehicles, side, first type, single-sided and double-sided. - CJSC Yuzhuralavtoban, 2000, damn. 2c / Access mode: http://www.gostrf.com/normadata/1/4293807/4293807482.pdf.

6. GOST 26804-2012. Protections road metal of barrier type. Technical conditions

Claims (5)

1. The end section of the barrier-type road fence made of beams fixed to the uprights, with the possibility of pairing with the working section in front of or after it, with a decrease in the direction from the working section to the road surface, while the upper edge of the beam is located throughout the end section above the road surface, characterized in that it comprises a first section adapted to interface with the working section and a second section conjugated to the first section, the beam of the first section being installed with odolnym slope toward the road surface and the beam of the second section is oriented substantially parallel to the road surface. 2. The end section of the road fence according to claim 1, characterized in that an angular element is installed in the interface section of the first section with the second section to connect the beams of these sections at an angle identical to the corner element installed in the interface section of the first section with the working section. 3. The end section of the road fence according to claim 1, characterized in that the lower edge of the beam along the entire length of the second section is on the road surface or above this surface. 4. The end section of the road fence according to claim 1 or 3, characterized in that a tip is installed at the free end of the second section adjacent to the end of the beam and made with a longitudinal slope in the direction from the end of the beam to the road surface. 5. The end section of the road fence according to claim 4, characterized in that the head and beam are fixed separately.

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