RU2723319C1 - Roadway retaining side barrier - Google Patents

Abstract

FIELD: means of organizing road traffic.

SUBSTANCE: invention relates to technical means of organizing road traffic. Road retaining side barrier enclosure consists of horizontal limiting elements in the form of profiled metal strips, beams-shock absorbers attached to them, vertically located supports connected to transient plates horizontally located at specified distance on roadway. Support is made in form of torsion-type energy-absorbing module consisting of retainer attached to adapter plate, made of metal in form of shaped element with cuts, holding torsion energy-absorbing element in given position and providing its free rotation within specified angle, and a torsion energy-absorbing element made from a section of a round metal rod, sections of which are serially bent so that in the rod there is a vertical section in the upper part, further a section is inclined relative to the vertical to the side from the roadway, further, there is a horizontal portion bent parallel to the limiting member, which is a working portion which absorbs energy by plastic torsion, further, in the lower part, there is a limit stop. Manufacture and assembly of the proposed structure is simple and is carried out using conventional known connection methods. Design has high specific power consumption and level of retaining capacity, optimum and stable power characteristic independent of ambient conditions, at that it is possible to install enclosure on dividing strips of the roadway.

EFFECT: higher safety and retaining capacity of enclosure.

1 cl, 14 dwg

Description

The invention relates to technical means of organizing traffic, namely to road fences and can find application for equipping dangerous sections of roads, in places where a vehicle can exit the curb and bridge structure, cross a dividing strip, collide with an oncoming vehicle, hit a massive obstacles and structures located on the side of the road and in the right of way, as well as a collision of a vehicle with pedestrians.

The road holding lateral barrier fence consists of horizontal restrictive elements in the form of profiled metal strips, shock absorber beams attached to them, vertically arranged supports connected to adapter plates horizontally located at a given distance on the roadway.

Numerous types of fences are known, including bases with restrictive elements fixed to them (directly or via attachment points) made of profiled metal strips, the main task of which is to prevent the movement of vehicles in forbidden (dangerous) directions, as well as the dissipation of impact energy in a collision of a vehicle means with a road fence [GOST 26804-2012 "Road metal fences of barrier type. Technical conditions ”].

In barrier fencing, the dispersion of impact energy occurs due to the elastoplastic deformation of the material of the restrictive elements, their attachment points, due to the elastoplastic deformation of the vehicle elements, and due to friction between the vehicle elements and the road fence [GOST 52606-2006. “Technical means of traffic management. Classification of road fences. ”].

These structures have high strength and rigidity, especially when using a spreader console, and therefore, in the event of a collision of a vehicle with a road fence, the inertial overloads that are in force can exceed the permissible ones, and the vehicle and loads are significantly damaged.

Known road safety fence, including evenly spaced supports and attached horizontal sections made in the form of pipes filled with cured foam, in which the dissipation of energy is carried out by crushing the walls of the tubular elements and crushing the foam [Patent for the invention of the Russian Federation No. 2485244, IPC Е01Р , 2011]. Also known are the designs of depreciation systems using the following types of loading: compression, tension, bending, broaching and their combinations [Tikhomirov AG Elastoplastic depreciation system. - M. "Machine Builder" No. 11, 2002]. Also known is a fence in which a torsion bar is used as a shock absorber

energy-absorbing element [RF patent for utility model No. 51632, ЕРР 15/00, 2005]. A fence is also known in which a torsion energy-absorbing element is used as consoles (elements for attaching beams to racks) [RF Patent for the invention No. 2555728 E01F 15/00, 2014]. A torsion energy-absorbing vehicle emergency stop device is known whose operation principle is based on the dissipation of the impact energy due to the plastic torsion of metal rods [RF Patent for Utility Model No. 62936 E01F 15/00, 2006]. Also known is a road barrier containing a longitudinal beam on racks, while the racks are oriented at an angle to the vertical, obliquely toward the beam [RF Patent for invention No. 2354775 E01F 15/04, 2007].

The disadvantages of these systems include the following. In the presence of a rigid spacer console, the vehicle experiences significant overloads, since the load is immediately transferred to the guard racks.

When a vehicle hits a fence, after deformation of the shock absorber cantilever, loads on the guard racks sharply increase, which can lead to structural destruction and loss of the load-bearing (holding) ability of the fence. The overloads affecting the vehicle, passengers and cargo also increase. The rack, after exceeding the permissible loads, bends. In this case, the value of permissible loads depends on the properties of the soil in which the rack is fixed. The horizontal restrictive element of the fence (beam), under the action of the bend of the rack, moves down, which leads to the movement of the vehicle over the protective fence.

Bending has the same stiffness characteristic as tensile. However, during bending, the distribution of stresses and relative elongations over the cross section is uneven, therefore, the specific energy consumption during bending is significantly lower than under tension. In addition, plastic deformation and bending stresses are non-uniform along the length of the rod and are usually concentrated in the so-called plastic hinge, and this further reduces the specific energy consumption of the system.

In many cases, it may be more advantageous to use torsional deformation in dampers [Reshenkin AS, Tikhomirov AG Elastoplastic shockproof system. - M .: "Automobile transport", No. 1, 2004]. Torsion of elements in the form of cylindrical rods of short length causes the appearance of plastic deformations that are identical along the entire length of the rod. The stress state in the cross section even with large plastic deformations is quite uniform. Therefore, unlike bending, energy dissipation occurs throughout the entire volume of the rod. In contrast to compression, during torsion, solid cylindrical rods or hollow with a sufficiently large wall thickness do not lose stability up to failure. Unlike stretching, torsion does not form a neck, and therefore torsional deformation can be used for damping completely, up to fracture. Torsion energy-absorbing elements also have a high specific energy intensity and stability of amortization characteristics [Chikalov N.V., Deryushev V.V. Launchers and command posts of missile systems: a Textbook. Ministry of Defense of the Russian Federation, 2005. - 350 p.].

The closest, in terms of all the features, analogue is a torsion energy-absorbing device for emergency stop of vehicles, consisting of shock absorbers vertically arranged in a certain order, using torsion energy-absorbing elements as dampers, dissipating the kinetic energy of vehicles [RF Patent No. 622936 IPC E01F 15/00, 2006 g.].

The disadvantages of the prototype include the following: the design of the emergency stop device has a sufficiently large length, which prevents its installation on the side of the road and between the dividing strips; shock absorbers using torsion energy-absorbing elements as dampers are not interconnected, which does not allow to distribute the load on the vehicle elements; emergency stop device works only as a front holding guard, provided that the side holding guard must hold the vehicle in case of a side impact at an acute angle (20 °) of collision with the guard [GOST 52721-2007 “Technical means of traffic management. Test methods for road fences ”]; the vehicle is experiencing significant overload, since the load is immediately transferred to the torsion energy-absorbing elements.

The task to which the proposed design is aimed is to reduce the inertial overloads acting on passengers and cargo due to a given resistance of the fence, increase the holding capacity of the road fence, reduce the likelihood of the vehicle moving over the protective fence, increase the safety of passengers and cargo when collision of the vehicle with the road side holding guard.

The technical result of the invention is that it is possible to provide a given increasing resistance of the fence and, thus, to set its optimal power characteristic, which will increase the safety and holding ability of the fence. Modernization of existing fences, made in accordance with GOST 26804-2012, does not require structural changes of the main elements of the fence: beams, shock absorber brackets. In addition, it is possible to install fences on the dividing strips of the roadway.

The specified technical result is achieved by the fact that in the known road holding lateral fence of the barrier type, which includes supports, adapter plates, a restrictive element in the form of a profiled metal strip (beam), cantilever shock absorbers, torsion energy-absorbing modules are used as supports.

The essence of the invention lies in the fact that the support is made in the form of a torsion energy-absorbing module, consisting of a latch attached to the adapter plate, made of metal in the form of a profiled element with cut-outs, holding the torsion energy-absorbing element in a given position and ensuring its free rotation within a given angle , and a torsion energy-absorbing element made of a segment of a metal rod of circular cross section, the sections of which are successively bent so that the rod has a vertical section in the upper part, then there is a section inclined by an angle of 10 ... 15 ° relative to the vertical from the roadway, which bent at a point at a height of not less than 0.6 H _max , where H _max is the height of the fence, then there is a horizontal section, bent parallel to the restrictive element, 90 ° relative to the inclined section, which is the working part, then there is a limit stop in the lower part, о bent by 90 ° relative to the horizontal section, while the angle between the angle between the limit stop and the inclined section of the rod is 95 ... 100 °.

The invention is illustrated Fig 1 ... 14. In FIG. 1 shows a General view of the fence, where are indicated: 1 - torsion energy-absorbing module, 2 - adapter plate, 3 - shock absorber console, 4 - beam. In FIG. 2 shows a top view of the fence, where: 1 - torsion energy-absorbing element, 2 - adapter plate, 3 - shock absorber console, 4 - beam, 5 - retainer, 6 - fastening elements to the road cushion. In FIG. 3 shows a side view of the fence, where: 1 - torsion energy-absorbing element, 2 - adapter plate, 3 - cantilever shock absorber, 4 - beam, 5 - latch, 6 - fastening elements of the cushion console to the torsion energy-absorbing element. In FIG. 4 shows a General view of the torsion energy-absorbing module, where are indicated: 1 - torsion energy-absorbing element, 2 - retainer. In FIG. 5 shows a general view of the torsion energy-absorbing element, where it is indicated: 1 — attachment points of the shock absorber cantilever to the torsion energy-absorbing element, 2 — vertical section, 3 — inclined section, 4 — horizontal working section, 5 — limit stop. In FIG. 6 shows a top view of the latch. In FIG. 7 shows a front view of the latch. In FIG. 8 shows a side view of the lock and a section at the cut-outs under the torsion energy-absorbing element. In FIG. Figure 9 shows the position of the fence elements in the initial state (side view), where they are indicated: 1 - torsion energy-absorbing element, 2 - retainer, 3 - shock absorber, 4 - beam, 5 - adapter plate, 6 - emphasis. In FIG. 10 shows the position of the elements of the fence under the influence of shock when crushing the console (side view), where are indicated: 1 - torsion energy-absorbing element, 2 - retainer, 3 - cantilever shock absorber, 4 - beam. In FIG. 11 shows the position of the elements of the fence under the load after removing the shock absorber console before starting the torsion element, after selecting the "free" angle of rotation of the working part of the torsion bar, where: 1 - torsion energy-absorbing element, 2 - retainer, 3 - shock absorber console, 4 - beam, 5 - adapter plate, 6 - restrictive emphasis. In FIG. 12 shows the position of the fence elements after turning the working part of the torsion bar and removing the load, where they are indicated: 1 - torsion energy-absorbing element, 2 - retainer, 3 - cantilever-shock absorber, 4 - beam. In FIG. 13 shows a side view of the fence for four different loads, where: 1 - torsion energy-absorbing element, 2 - latch, 3 - shock absorber console, 4 - beam, N - initial fence height along the section of beam fastening to the shock absorber console, H _max - fence height; a) initial state, b) during initial loading and crushing of the shock absorber cantilever, c) rotation before the start of operation of the torsion energy-absorbing element (“free” angle of rotation), d) operation of the torsion energy-absorbing element. In FIG. 14 shows a general view of the enclosure with a torsion energy-absorbing module including two torsion energy-absorbing elements for installation between dividing strips, where: 1 - torsion energy-absorbing element, 2 - adapter plate, 3 - shock absorber console, 4 - beam, 5 - retainer.

The beam is designed to evenly distribute the load in the enclosure, the shock absorber console is used to fasten the beam to the torsion energy-absorbing element and deform during vehicle collision, the adapter plate is used to fasten the torsion energy-absorbing module to the roadway and limit the rotation angles of the torsion energy-absorbing element, the torsion energy-absorbing element is designed for fastening the shock absorber console and for dissipating the energy of impact due to plastic torsion of the horizontal section, the latch is designed for fastening the torsion energy-absorbing element to the adapter plate in a predetermined position, eliminating the bending of its working part. Connections of all elements are collapsible.

The design of the road holding lateral barrier (see Fig. 1, 2, 3) includes supports located at a given distance, made in the form of torsion energy-absorbing modules 1 and a restrictive element in the form of a profiled metal strip (beam) 2. The beams are connected by detachable joints to the consoles -shock absorbers 3, which in turn are connected by detachable connections 6 with a torsion energy-absorbing module 1 (Fig. 2). The torsion energy-absorbing module is connected by detachable connections 6 to the adapter plate 2, which is fixed in the roadway (Fig. 3).

The torsion energy-absorbing module (see Fig. 4) consists of a torsion energy-absorbing element 1 and a latch 2. There are cutouts in the latch to hold the torsion energy-absorbing element in a predetermined position. If necessary, the latch provides rotation of the torsion energy-absorbing element in the horizontal plane by an angle of 5 ... 10 ° without torsion deformation of the horizontal part of the element.

The torsion energy-absorbing element (see Fig. 5) is made of a segment of a metal rod of circular cross section, sections of which are successively bent so that the rod has a vertical section 2 in the upper part, and then inclined by an angle of 10 ... 15 ° relative to the vertical to the side from the roadway section 3, which is bent at a point at a height of at least 0.6 H _max , where H _max is the height of the fence, then there is a horizontal section 4, bent parallel to the restrictive element, 90 ° relative to the inclined section, which is the working part, then in at the bottom there is a limit stop 5, bent 90 ° relative to the horizontal section, while the angle between the limit between the limit stop and the inclined section of the rod is 95 ... 100 °. In this case, the torsion energy-absorbing element has the possibility of free rotation in the horizontal plane at an angle of 5 ... 10 ° angle.

For mounting the shock absorber console, two holes 1 with a diameter of 18 mm are made in the upper part of the element.

The latch (Fig. 6, 7, 8) is a profiled plate having straight parts for attachment to the adapter plate and a profiled part for arranging a horizontal section of the torsion energy-absorbing element. There are two cutouts for ensuring placement, free rotation in the horizontal plane and holding the torsion energy-absorbing element at a given angle.

The adapter plate is a horizontal metal plate 2 (Fig. 1) of a given size and thickness, in which holes are made for attaching the latch and holes for attaching the adapter plate to the roadway.

In the case of impact, the fence, in the presence of a free rotation angle of the torsion energy-absorbing element, operates as follows. In the initial state (see Fig. 9), the inclined section of the torsion energy-absorbing element 1 is inclined towards the roadway by a predetermined angle (10 ... 15 °). From the possible rotation of the horizontal section of the torsion element and moving the console 3 and the beam 4 down, the stop 6 holds the lever due to a cut in the latch 2.

The latch 2 is mounted on the adapter plate 5. The shock effect (indicated by F in the figure) is initially perceived by the beam 4 and the shock absorber console 3.

When the magnitude of the impact (see Fig. 10) exceeds the total deformation force of the beam 4 and the shock absorber console 3, the beam 4 and the shock absorber console 3 deform, which leads to the beam 4 approaching the torsion energy-absorbing element 1.

In the event of an impact load, in which the shock absorber console 3 has exhausted the course of depreciation, as the vehicle advances, further deformation of the beam 4 occurs, its movement, which causes the vertical section to move and the horizontal section of the torsion energy-absorbing element 1 to rotate in retainer 2 without dissipating the impact energy impact due to plastic torsion (see Fig. 11). This rotation of the horizontal section of the torsion energy-absorbing element 1 in the latch 2 occurs to such an angle when, under the action of the beam 4 and the console 3, the restrictive stop 6 of the torsion energy-absorbing element 1, having chosen a "free" rotation angle, does not abut against the surface of the adapter plate 5.

In the event of an impact load, in which the beam 4 and the shock absorber console 3 involved in the operation have exhausted the depreciation course and the impact energy has not been completely dissipated, deformation of the horizontal section of the torsion energy-absorbing element begins (Fig. 12).

This leads to the fact that the load begins to perceive the working horizontal section 4 (see Fig. 5) of the torsion energy-absorbing element, which causes plastic twisting of the working part and, accordingly, the absorption of energy of the acting load.

Such work of the fence and the presence of consistent loads on the vehicle, initially only from the beam and the deformable shock absorber console, then additionally from the torsion module, reduces the overloads acting on the vehicle, passengers and the cargo carried, as well as increasing the energy consumption of the road fence. At the same time, at low loads, the torsion energy-absorbing element of the fence does not receive irreversible deformations and can be reused.

To prevent the vehicle from moving above the protective fence outside the transport bed, the torsion energy-absorbing element has an inclination towards the roadway of 10 ... 15 ° and has a free angle of rotation of the working part by an angle of 5 ... 10 °. When the vehicle affects the fence, the path of the middle part of the beam 4 is approximately horizontal (indicated by H), which impedes the vehicle from moving above through the fence (indicated by H _max ) and increases the holding capacity of the fence (Fig. 13).

If it is necessary to use a fence between the dividing strips, a torsion energy-absorbing module is installed on the adapter plate, consisting of two torsion energy-absorbing elements and two clamps (Fig. 14). To reduce the width of the fence to the dimensions established in accordance with GOST 26804-2012, torsion energy-absorbing modules are installed so that the torsion energy-absorbing elements 1 are located towards each other (Fig. 14). The latches 5 are attached to one adapter plate 2. In this case, the distance between the beams 4 (the second beam is not shown) does not exceed a predetermined one.

To increase the dynamic properties, the perceived load, and the maximum twist angle, the torsion energy-absorbing element is subjected to dering. This technological operation is the last among the operations of mechanical and thermal processing. The operation of nagging consists in twisting the hot torsion beyond the limit of its elastic state and keeping it in this position for some time. In this case, plastic deformations arise in the surface layers, and elastic ones in the core. After unloading the torsion, the core, striving to free itself from stresses and return to its original state, encounters the resistance of a plastically deformed surface layer. Residual stresses obtained when covering the ground allow to increase the workload and the torsion angle of rotation in operation.

Due to the selection of torsion modules with mechanical processing [Orlov PI Design Basics: Reference and methodological manual. Book 2. Ed. P.N. Uchaeva - M.: Mechanical Engineering, 1988. - p. 490.] and with different stiffness coefficients, changes in the distance between torsion energy-absorbing modules, changes in the "free" stroke of the torsion energy-absorbing element, it is possible to set the deflection, working width, inertial overloads and the level of holding capacity of the enclosure.

The manufacture and assembly of the proposed design is simple and performed by conventional known methods of connection. The design does not require regular maintenance, has a high specific energy consumption and level of holding capacity, an optimal and stable power characteristic that is independent of environmental conditions and external exposure parameters.

Claims (2)

1. A road holding lateral barrier fence, consisting of supports located at a given distance, attached to them with the help of shock absorber brackets, restrictive elements made in the form of horizontal metal strips, adapter plates mounted on the roadway, characterized in that the support is made in the form a torsion energy-absorbing module, consisting of a latch attached to the adapter plate, made of metal in the form of a profiled element with cutouts, holding the torsion energy-absorbing element in a predetermined position and providing its free rotation within a given angle, and a torsion energy-absorbing element made of a piece of round metal bar sections whose sections are successively bent in such a way that there is a vertical section in the rod in the upper part, then there is a section inclined at an angle of 10 ... 15 ° relative to the vertical from the roadway, which is bent to the point ke at a height of not less than 0.6 H _max , where H _max is the height of the fence, then there is a horizontal section bent 90 ° parallel to the restrictive element relative to the inclined section, which is the working part, then at the bottom there is a limit stop bent 90 ° relative to the horizontal section, while the angle between the limit stop and the inclined section of the rod is 95 ... 100 °. 2. The road fence according to claim 1, characterized in that for the possibility of installing on the dividing strips of the roadway, the fence has a torsion energy-absorbing module including two torsion energy-absorbing elements mounted on one adapter plate, while the torsion energy-absorbing elements are installed towards each other.

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