RU199464U1 - COMBINED FRONT GUARD FOR HIGHWAYS - Google Patents

Abstract

The utility model relates to road barriers and can be used in the construction of roads and artificial structures as barrier barriers that serve to retain and extinguish the energy of the vehicle movement in frontal and side impacts, as well as to redirect its motion due to elastoplastic deformations of its own structure elements [E01F15 / 00]. The technical result of the utility model is a small overall length of the fence. In addition, the softness of speed damping in the event of a collision, including the absence of a sharp impact at the final section of the fence, is ensured. the end posts and the diaphragm are welded, and at the beginning of the fence, the base is installed on a knife frame, which is a welded structure with knives, and dampers made of sheet steel are fixed to the end part of the knife frame using a bolted connection; diaphragms are installed along the guides at equal intervals, where each diaphragm is a box-shaped structure made of sheet steel, the lower part of which is made of a shaped pipe and corners; energy absorbing elements made of sheet steel and having a honeycomb-shaped section are installed between the diaphragm sections, characterized in that supporting corner profiles are fixed to the base using bolted connections, to which, in turn, guide corner profiles and slotted plates are fixed; the diaphragms are installed along the guides in such a way that the profile tube of the diaphragm rests on the upper plane of the guide corners of the base, and the knives of the knife frame are located at the level of the bridges of the slotted plates; the side parts of the knife frame and dampers are connected in series with each other by means of sections of beams having a sinusoidal shape and made of sheet steel; longitudinal grooves are made in the sections of the beams, through which the sections of the beams are fixed to the lateral sides of the diaphragms, and the diaphragm can be displaced along these slots.

Description

The utility model relates to road fences and can be used in the construction of roads and artificial structures as barrier fences that serve to retain and extinguish the energy of vehicle movement in frontal and side impacts, as well as redirecting its movement due to elastoplastic deformations of its own design elements [E01F15 / 00].

A double-sided road barrier is known from the prior art, comprising a number of posts rigidly fixed in the road bed, mounted on the posts parallel to each other, fence beams. (ROAD METAL BARRIER TYPE. TECHNICAL CONDITIONS GOST 26804-86).

The technical problem of the analogue is the lack of a guaranteed stop of the vehicle without throwing it onto the carriageway in the event of a vehicle hitting a two-sided road fence, including a front one.

From the prior art known as shock-absorbing devices - plastic buffers filled with water or sand (RU2315148, publ .: 20.01.2008).

The technical problem of the analogue is the impossibility of its recovery in the event of a significant impact.

A shock absorbing device is known from the prior art, comprising power frames installed one after another, side protective panels attached to the load frames on both sides with the possibility of free movement relative to them, and a front protective panel attached to the front load frame, the rear power frame is interconnected with the anchor device (KR 101273410 (B1), publ .: 11.06.2013).

The technical problem of the analogue is the prolonged performance of repair work, namely, the movement of the displaced power frames to their original position after a frontal and / or side collision of the car.

Known solution for patent US7086805, publ .: 08.08.2006., Which discloses a barrier fence, consisting of a front section and a plurality of movable sections with ceilings in the form of corner corrugated panels.

The technical problem of the analogue is the complex mechanism of operation of the elements of the frontal protection. A significant part of the elements of the fence is made with a rather complex kinematic scheme of work in the event of a vehicle impact. Violation of the kinematic scheme of the guardrail operation upon impact of a vehicle in the Russian climate, for example, due to snow or ice adhering to the mechanisms, will lead to incorrect operation of the frontal guardrail.

Known solution for patent RU169180U, publ .: 03/09/2017, which describes a double-sided front-side fence containing side impact beams, between which are installed longitudinal base beams and rectangular frames of transverse rigidity, at the initial section of the fence is a knife frame, which is made from beams and contains a rectangular base, on one side on the sides of which there are vertical posts, which are connected in the upper part by two crossbars, between the lower crossbar and the opposite side of the base, inclined beams are installed, on the base of the knife frame between the vertical posts, vertical split plates are installed, while between the base beams there are damping plates with several rows of holes, at the initial section of which oblong holes are made in response to the split plates, characterized in that hooks are installed on the lower ends of the vertical racks of the knife frame, which are located below the base of the knife frame in such a way that the beams of the fence base are located between the base of the knife frame, vertical posts and hooks, a frontal impact unit is installed in front of the knife frame, which consists of an impact plate, which is mated on the sides with the guides for the side impact beams, on top of the frontal impact unit there is a section of the fence cover, while on top of the fence between the transverse frames and side impact beams there are rectangular sections of the fence cover.

The technical problem of the analogue is the limitations on the use of damping plates with rows of holes. The main damping of the impact energy of the vehicle occurs due to the destruction of the bridges between the holes in the damping plate when moving the knife frame. With a certain thickness of the plates and the size of the bridges, energy damping becomes impossible, and in order to fulfill the operating conditions of the fence, it is necessary to increase the number of damping plates. Structurally, the addition of plates in this fence is possible only in the direction of movement of the vehicle, i.e. along the axis of the fence, and this leads to an increase in the overall size of the fence.

The closest analogue is a stationary road damper (RU163107U, publ .: 07/10/2016), containing power frames installed one after another, side protective panels made of profiled metal, the concave planes of which have through slots, and attached to the power frames from two sides with the possibility of free movement relative to them, shock-absorbing energy-absorbing modules, each of which is located between the power frames and side protective panels, and a front protective panel attached to the front power frame, and the lower part of each power frame is movably connected to the cable mechanism through the lugs, and the rear power frame is interconnected with an anchor device rigidly fixed in the road surface, characterized in that each power frame is made with at least one element for connecting a winch for repair work.

The basic principle of operation of any frontal fencing is the damping of the impact energy of the vehicle through the use of elements that, during the impact, are deformed, destroyed, or moved with friction relative to others.

The technical problem of the prototype is the limitation on the use of deformable elements of the frontal fence. Because Deformable elements are completely deformed upon impact only up to a certain wall thickness and the space along the height of these elements is limited; to extinguish all the energy, it is necessary to arrange the elements in a horizontal direction, thereby increasing the length of the structure.

As a result, the technical problem is the overall size along the length, due to the principle of operation of deformable elements, which significantly increases with an increase in the impact energy of the vehicle against the frontal fence. In other words, the higher the speed on the road where the front guard is installed, the longer it should be.

Thus, the common means of damping energy known in the art are either deformation of the damper elements (honeycomb) or destruction of the webs of the slotted plates.

The use of any of the known energy damping mechanisms alone will increase the overall size in length due to limited use.

The task of the utility model is to eliminate the indicated technical problems.

The technical result of the utility model is a small overall length of the fence. In addition, it provides smooth speed damping in a collision, including the absence of a sharp impact at the end of the fence.

The specified technical result is achieved due to the fact that a frontal fence for roads is declared, containing a support base, which is a welded frame, on which end posts and a diaphragm are welded at the end of the fence, and at the beginning of the fence, the base is installed on a knife frame representing itself a welded structure with knives, and dampers made of sheet steel are fixed to the end part of the knife frame using a bolted connection; diaphragms are installed along the guides at equal intervals, where each diaphragm is a box-shaped structure made of sheet steel, the lower part of which is made of a profile pipe and corners; energy absorbing elements made of sheet steel and having a honeycomb-shaped cross-section are installed between the diaphragm sections, characterized in that supporting angle profiles are fixed to the base using bolted connections, to which, in turn, guide angle profiles and slotted plates are fixed; the diaphragms are installed along the guides in such a way that the profile tube of the diaphragm rests on the upper plane of the guide corners of the base, and the knives of the knife frame are located at the level of the bridges of the slotted plates; the side parts of the knife frame and dampers are connected in series with each other by means of sections of beams having a sinusoidal shape and made of sheet steel; longitudinal grooves are made in the sections of the beams, through which the sections of the beams are fixed to the lateral sides of the diaphragms, and the diaphragm can be displaced along these slots.

The support corner profiles can be fixed to each other in the upper part by clamping strips located transversely to the support corner profiles.

Brief Description of Drawings

Figure 1 shows the combined frontal guard in working condition.

Figure 2 shows a combined frontal railing with side sections removed.

Figure 3 shows a separate element of the fence base.

Figure 4 shows a knife frame.

Figure 5 shows the diaphragm.

Figure 6 shows the stages of the impact of the fence in a collision with a car (from A - the moment before impact to M - complete stop of the car).

In the drawings: 1 - base, 2 - beam section, 3 - diaphragm, 4 - knife frame, 5 - damper, 6 - energy absorbing element, 7 - base frame, 8 - support angle profile, 9 - guide angle profile, 10 - plate slotted, 11 - clamping bar, 12 - end stand, 13 - knife, 14 - lower part of the frame.

Implementation of the utility model

Combined frontal guardrail (see Fig. 1) (hereinafter referred to as KFO) is a separate road guardrail design designed to retain and damp the energy of vehicle movement during a frontal and side impact, as well as redirecting its movement due to elastoplastic deformations of its own design elements.

The base element of the KFO is base 1. It is a welded frame (see Fig. 3), to which, with the help of bolted connections, support corner profiles 8 are installed, to which, in turn, guide corner profiles 9 and slotted plates are attached 10. At the end of the base end posts 12 and diaphragm 3 are welded. Support corner profiles 8 can be fixed to each other in the upper part by clamping strips 11, for example, by positioning strips 11 transversely to profiles 8, in order to increase strength and form a single frame of several profiles 8.

When installing KFO (see Fig. 2), diaphragms 3 are installed along the guide corner profiles 9 of the base 1 with equal intervals.

The diaphragm (see Fig. 5) is a box-shaped structure made of sheet steel, the lower part of which is made of a shaped tube and angles.

The diaphragm 3 is installed on the base 1 in such a way that the profile pipe of the diaphragm rests on the upper plane of the guide corner profiles 9 of the base 1, and the diaphragm 3 can be displaced along the base 1. At the same time, the corners of the diaphragm 3 act as limiters against the displacement of the diaphragms 3 to the sides and up.

At the beginning of the base 1, the KFO is installed on the knife frame 4 (see Fig. 4), which is a welded structure with special knives 13 installed on it, designed to destroy the bridges of the slotted plates 10 installed on the base 1.

At the beginning of the KFO, dampers 5 made of sheet steel are attached to the end part of the knife frame 4 using a bolted connection.

The side parts of the knife frame 4 and dampers 5 are connected in series with each other using sections of beams that have a sinusoidal shape and are made of sheet steel. Longitudinal grooves are provided in the design of the beam sections through which the beam sections are attached to the lateral sides of the diaphragms 3 and allowing the diaphragms to move along these slots.

Between the sections of the diaphragms 3 are installed energy-absorbing elements 6 made of sheet steel and having a section in the form of honeycombs.

When the vehicle is exposed to the KFO, the dampers 5 are deformed and the knife frame 4 and diaphragms 3 are sequentially displaced along the guide corner profiles 9 of the base 1 until the stop of the displaced sections into the end posts 12 of the base. When the sections are displaced, the energy absorbing elements 6 (honeycomb) are crushed, installed between the diaphragms 3. Simultaneously with the destruction of the energy absorbing elements 6 (honeycomb), the knife frame 4 is displaced along the base 1. The knives 13, rigidly fixed in the frame 4, act on the slotted plates 10, which are steel strips with holes located along the length of the strip and destroy the bridges between the holes.

The deformation of the energy-absorbing elements 6 in the form of honeycombs and the destruction of the bridges in the slotted plates 10 lead to the extinguishment of kinetic energy from the impact of the vehicle on the KFO.

The use of deformation of elements in the form of honeycombs and destruction of slotted plates for energy absorption of kinetic energy from the action of a motor vehicle makes it possible to summarize the extinguishing of energy by different types of energy-absorbing elements. The declared combined frontal fencing (fencing with the use of energy-absorbing elements of various types) is more energy-consuming and allows you to perform the task of retaining and extinguishing the energy of the vehicle movement during a frontal and side impact at a significantly shorter length, which facilitates the use of KFO on highways.

Installation of KFO in view of the base structure can be carried out both on a concrete base using chemical anchors or embedded studs, and on an asphalt surface or soil with racks driven to the required depth.

The KFO design can be either parallel for installation on a median strip, and not parallel or asymmetric for installation at road exits and bends.

The principle of operation of the fence is as follows.

In the event of a vehicle hitting the frontal guard (see Fig. 6 (B)), the front damper 5 becomes the first element to be deformed.

After deformation of the front damper (see Fig. 6 (B)), the knife frame 4 located in the first section moves together with the auto-crushing damper elements (honeycomb) in the second section, while the knife frame begins to cut through the bridges of the slotted plates in the lower part of the base ( see Fig. 6 (D)), pressing the lower part of the frame 14 on the knife 13. Both mechanisms of extinguishing energy in the fence are activated at once.

After deformation of the damper elements (honeycomb) in the second section (see Fig. 6 (D)), the damper elements (honeycombs) in the third section (see Fig. 6 (E)) are deformed, while the knife frame 4 continues to destroy the bridges of the slotted plates at the bottom of the base.

With further movement of the vehicle over the area of the frontal fence, all damper elements (honeycombs) are deformed (see Fig. 6 (G - I)), and the knife frame destroys the bridges of all those slotted plates that the knife was able to cut from the impact energy.

After that, the impulse energy accumulated in the elements of the fence from the impact slightly returns the car in the opposite direction (see Fig. 6 (K - M)) to a complete stop.

Thus, it can be seen that the use of the claimed design of the combined frontal fence is its small overall size along the length. These small dimensions are achieved due to the simultaneous use of two mechanisms for damping energy: deformation of the damper elements (honeycomb) and the destruction of the bridges of the slotted plates.

In addition, the combined system for damping energy upon impact in the claimed utility model, using the deformation of the damper elements (honeycomb) 6 and the destruction of the bridges of the slotted plates 10 using the knife frame 4, provides soft damping of the speed in a collision, as can be seen from Fig. 6 (B - I), including the absence of a sharp blow at the final section of the fence, which can be seen from Fig. 6 (K - M).

Claims (2)

1. Frontal road fence, containing a support base, which is a welded frame, on which end posts and a diaphragm are welded at the end of the fence, and at the beginning of the fence, the base is installed on a knife frame, which is a welded structure with knives, and to the end part of the knife frame is bolted to the dampers made of sheet steel; diaphragms are installed along the guides at equal intervals, where each diaphragm is a box-shaped structure made of sheet steel, the lower part of which is made of a profile pipe and corners; energy absorbing elements made of sheet steel and having a honeycomb-shaped section are installed between the diaphragm sections, characterized in that supporting angle profiles are fixed to the base using bolted connections, to which, in turn, guide angle profiles and slotted plates are fixed; the diaphragms are installed along the guides in such a way that the profile tube of the diaphragm rests on the upper plane of the guide corners of the base, and the knives of the knife frame are located at the level of the bridges of the slotted plates; the side parts of the knife frame and dampers are connected in series with each other by means of sections of beams having a sinusoidal shape and made of sheet steel; longitudinal grooves are made in the sections of the beams, through which the sections of the beams are fixed to the lateral sides of the diaphragms, and the diaphragm can be displaced along these slots. 2. Frontal road protection according to claim 1, characterized in that the support corner profiles are fixed to each other in the upper part by clamping strips located transversely to the support corner profiles.

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