US20110084246A1 - Metal Roadway Safety Barrier - Google Patents

Metal Roadway Safety Barrier Download PDF

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Publication number
US20110084246A1
US20110084246A1 US12/992,886 US99288609A US2011084246A1 US 20110084246 A1 US20110084246 A1 US 20110084246A1 US 99288609 A US99288609 A US 99288609A US 2011084246 A1 US2011084246 A1 US 2011084246A1
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Prior art keywords
fence
pole
bolt
rod
safety barrier
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Abandoned
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US12/992,886
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English (en)
Inventor
Antonio Amengual Pericas
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Hierros y Aplanaciones SA
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Hierros y Aplanaciones SA
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Assigned to HIERROS Y APLANACIONES, S.A. reassignment HIERROS Y APLANACIONES, S.A. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: AMENGUAL PERICAS, ANTONIO
Publication of US20110084246A1 publication Critical patent/US20110084246A1/en
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    • 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
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails

Definitions

  • the present invention refers to a fusible mechanism applicable to the to bolted joints connecting the horizontal fences, beams or railings to the vertical support poles of a metallic vehicle contention system intended to contain lateral vehicle impacts or safety metallic barrier, that confers said joining element the capacity to be released or disengaged in a controlled manner when the force caused by a vehicle impacting the metallic safety barrier that acts on it exceeds a pre-established threshold value, said safety barrier being of the kind generally used in roadside embankments and in median strips of roads and, occasionally at the edges of road bridges decks, contention wall caps or similar structures.
  • a variety of vehicle contention systems are used in the general practice, understanding as such any device installed on a road which is intended to provide means of retention and redirectioning for vehicles that veer off the road erratically while out of control. These devices reduce the severity of accidents caused in this manner, limiting damages and injuries for both the occupants of the vehicle and the remaining road users as well as for other persons or objects standing or located nearby.
  • One of the contention systems that is most often implemented commercially is the metallic safety barrier, a device used in the sides and median strips of roads. These systems are intended to resist vehicle impacts while at the same time preventing the vehicle from going through the barrier and thus ensure protection for third parties, allowing for a controlled redirectioning and deceleration of the colliding vehicle in such a manner that the vehicle can come out of the impact in a stable manner and can continue on its way at a decreased speed next to the contention system and in the original direction of traffic and lane it was traveling, and thus ensure the safety of the occupants of the vehicle and other road users.
  • a contention system (specifically designed to receive crashing heavy vehicles such as trucks and buses) must pass real full scale crash tests for both passenger cars and heavy vehicles (heavy weight passenger cars, trucks and buses), as well as crash tests for light vehicles (light weight passenger cars). This allows standard and high contention systems to also ensure the safety of lighter vehicles, which are the vehicles most frequently involved in accidents.
  • the standard level of contention N2 requires the barrier to pass the TB32 crash test (impact of a 1500 kg heavy weight passenger car traveling at 110 Km/h speed, impacting the contention system at a 20° crash angle) plus the TB11 test (impact of a 900 kg light weight passenger car traveling at 100 Km/h speed, impacting the contention system at a 20° crash angle).
  • safety barriers designed to withstand impacts from heavy vehicles (known as high contention barriers) have, generally, operating mechanisms capable of responding differently when impacted by a light or heavy vehicle. For said barriers, successful design is obtained when the same barrier can perform satisfactorily when responding appropriately to such different types of impacts.
  • Safety barriers designed to withstand impacts from heavy passenger cars have, generally, operating mechanisms capable to respond progressively to the impact of passenger cars having different gravity indexes (transversal kinetic energy of the impact) which ensure a reasonably decreased maximum deformation before impacts indexed at the greatest severity level, and, in all cases, at a level of severity (based on measuring the deceleration progression the vehicle goes through during impact) sufficiently low, while also having the capability to suitably redirection the vehicle along its departure path.
  • the basic configuration of metallic safety barriers is that of two basic metallic elements joined together and two other elements, a third and a fourth that are optional:
  • the fence(s) or guardrail(s) are the longitudinal elements arranged horizontally in one or two levels at a given height in a continuous manner, which function is to contain and guide the vehicle colliding against it, thus preventing it from going through the fence or guardrail element, limiting transversal deformation and guiding it so it can be redirectioned by he system in a suitable manner.
  • the fence may be configured in various manners: one or several longitudinal profiles having an open or nearly-closed cross-section and shaped as a double or triple wave or a “C” or “sigma” shaped, joined to the pole by means of a spacing element; cables or stressed metal rods affixed directly to the pole; longitudinal profiles shaped as double or triple wave which lower side is joined to metal sheets that are capable of moving freely and are calibrated to oppose a given resistance when receiving an impact.
  • the pole placed vertically at regular intervals and affixed to the fence(s) or guardrail(s), which function is to support and maintain the fence(s) or guardrail(s) elements of the barrier at a pre-established height during vehicle impact.
  • the poles are generally metal profiles which section may be either “C”, “U”, “I”, “Sigma” or “Z” shaped, closed round or rectangular tubular sections or other types of section that are embedded in a road embankment or median strip so a portion of their length is either inserted in the ground or secured to it by means of a plate anchored to the ground with bolts.
  • the spacing element is the intermediate connecting part that is often placed between a fence or guardrail and the pole.
  • the functions of said spacing element are as follows;
  • the different components that constitute a metallic safety barrier are assembled together, usually, through bolted type joints, that is, those formed by a bolt or threaded bolt secured by an internally threaded locking nut and one or several washers.
  • Metallic safety barriers designed for different contention levels and, essentially, to contain passenger cars having different weights and traveling at different speeds, frequently have a rigid distancing element—spacer—in order to attain acceptable barrier deformation levels, as well as to maintain vehicle stability during and after the collision, restrict the severity levels within the lowest class (better class) and endow it with a suitable capacity for to redirectioning the departing vehicle.
  • the typical impact sequence of a passenger car against a metallic safety barrier of the kind configured by a continuous horizontal fence supported by vertical elements and installed at the margin or median strip of the road is as follows:
  • the barrier's fusibility mechanism is usually located at the point where the spacer and the pole join together. It entails either “tearing out” the head element of one or more bolts by going through the corresponding orifices in the pole or the spacer, or progressively “cutting off” the sheet metal membranes that separate a series of aligned orifices that are part of the bolted joints that connect the spacer to the pole or the pole to ancillary connection parts, or by disengaging some intermediate connection part, etc.
  • the only fusible mechanism that has been used entails making the pole go through the head of the joint bolt of the fence, by which action said head of the bolt is “torn out” from the elongated orifice of the fence housing said joint.
  • this mechanism is not very controllable and the loads that trigger the fusibility vary and are not very repeatable.
  • the spacer fulfills its functions of distancing fence from vehicle and of maintaining the height of the fence in contact with the colliding vehicle, as well as contributing to keeping the deformation of the barrier (transversal operating width) to a minimum.
  • This not withstanding, spacers present the following three disadvantages:
  • the spacer Because the spacer is arranged horizontally between fence and pole, it causes a dynamic “lever” effect on the pole head that distorts the transmission of stresses from fence to pole, due to the loads applied to the barrier when a passenger cars impacts it at speed.
  • the present invention provides a fusible mechanism for bolted joints connecting fences, beams or horizontal railings to the vertical support poles of a metallic safety barrier, that enables said joining element to be released or uncoupled in a controlled manner when the force transmitted to it as a result of the actions occurred on the barrier when a vehicle impacts it laterally exceeds a pre-established threshold value, contributing the same technical advantages in terms of the state of the art that the spacing element contributes to the safety barrier performance but avoiding the disadvantages the latter present, while improving its performance, and also configuring a narrower, more robust and cheaper metal barrier.
  • the fusible bolted joint ( 3 ) object of the invention described below is integrated in a metallic safety barrier constituted by a continuous horizontal impact element formed by one or several continuous horizontal fences or guardrails ( 1 ), supported through said fusible joint ( 3 ) by vertical holding elements or vertical poles ( 2 ) inserted in the terrain ( 4 ) at regular intervals, as shown in FIG. 1 and FIG. 3 .
  • the fusible bolted joint ( 3 ) is configured (see FIG. 4 ) from a metal bolt ( 5 ) having along its threaded rod ( 10 ) and at a given distance from the bolt head ( 9 ), a straight section ( 11 ) or specific area, preferably cylindrical, that has been subject to an specific mechanical, thermal or chemical treatment, so that the mechanical resistance to breakage of said section ( 11 ) or area of the bolt is considerable lower than all the remaining sections of the bolt's rod ( 10 ).
  • This section ( 11 ) or area of lower mechanical resistance of the rod ( 10 ), located below the head ( 9 ) of the metal bolt ( 5 ) connecting the fence ( 1 ) to the pole ( 2 ) of a metallic safety barrier, is known as “fusible section” and characterizes the bolt ( 5 ) as “fusible bolt” and the joint ( 3 ) between fence ( 1 ) and pole ( 2 ) as a “fusible bolted joint”.
  • This property (sic) of the fusible bolt ( 5 ) having a “fusible” section ( 11 ) characterized by having lower mechanical resistance is placed along the bolt's rod ( 10 ) in such a manner that once the joint ( 3 ) between fence ( 1 ) and pole ( 2 ) is assembled, as shown in FIG. 9 , the fusible section ( 11 ) is placed, approximately, in the middle of the joint area connecting both elements, so that when a passenger car collides laterally against the barrier (see FIG. 5 ) the shearing stress forces originated by the collision and affecting the bolt's rod ( 10 ) of joint ( 3 ) connecting fence ( 1 ) and pole ( 2 ) concentrate, almost completely, in the fusible section or area ( 11 ).
  • the intensity of the mechanical or chemical treatment applied to the bolt's fusible section or area ( 11 ) determines the final mechanical resistance value to breakage of this section or area ( 11 ) and, therefore, the value of the difference between it and the nominal mechanical resistance of the bolt ( 5 ). Therefore, by varying the intensity of said treatment over said section or area it is possible to modulate the instance and magnitude of the fusibility or disengagement force of the joint ( 3 ), previously described.
  • the treatment applied to said section or area ( 11 ) of the rod ( 10 ) of the joint ( 3 ) bolt ( 5 ) connecting the fence ( 1 ) to the pole ( 2 ) of the metallic safety barrier, in order to decrease its mechanical resistance and turn it into a fusible area is, preferably, a mechanical or tooling treatment that entails making a cylindrical furrow ( 12 ) which diameter is lower than that of the bolt's rod ( 10 ), and located at a particular distance from the bolts head ( 9 ), as shown in FIG. 6 .
  • the relationship between the diameter of the furrow ( 12 ) and the diameter of the rest of the bolt's rod ( 10 ), for a pre-established constituent material determines the value of the fusibility force and the difference in mechanical resistance between the fusible section or area and the bolt's nominal mechanical resistance value.
  • a constructive variation in the mechanical treatment to achieve fusibility entails making one, two or more notches ( 12 ′) in the bolt's rod ( 10 ), at a particular distance from the bolt's head ( 9 ), perpendicular to the rod's ( 10 ) shaft or slightly tilted from said perpendicular line.
  • Said notches ( 12 ′) may be all located in the same straight section of the bolt, as shown in sub- FIG. 7 a or may be located in different straight sections and placed close together, as shown in sub- FIG. 7 c .
  • the relation between the number and depth of the notches ( 12 ′) and the diameter of the remaining length of the bolt's rod ( 10 ) for a given constitutive material determines the value of the fusibility force and the difference in mechanical resistance between the fusible section or area and the bolt's nominal mechanical resistance.
  • FIG. 8 Another constructive variation of the mechanical treatment used to achieve fusibility (see FIG. 8 ) is to carve one, two or more grooves ( 12 ′′) in the bolt's rod ( 10 ), at a particular distance from the bolt's head ( 9 ), with the groove's axis perpendicular to the rod's ( 10 ) shaft or slightly tilted from said perpendicular line.
  • Said grooves ( 12 ′′) may all be located along the same straight section of the bolt, as shown in sub- FIG. 8 a or may be located in different straight sections placed closed together, as shown in sub- FIG. 8 c .
  • the relationship between the number and depth of the grooves ( 12 ′′) and the diameter of the remaining length of the bolt's rod ( 10 ), for a particular constitutive material determines the value of the fusibility force and the difference in mechanical resistance between the fusible section or area and the bolt's nominal mechanical resistance.
  • the fusible joint ( 3 ) connecting fence ( 1 ) to pole ( 2 ) is achieved by a fusible bolt ( 5 ) having a fusible section or area ( 11 ) located in the rod ( 10 ) at a particular distance from the bolt's head ( 9 ), so the rod ( 10 ) goes successively through the fence ( 1 ), through the orifice ( 13 ) provided to that effect, and through the pole ( 2 ) by going through orifice ( 14 ) provided to that effect, and is then located between the fence ( 1 ) and the pole ( 2 ) after the connecting joint ( 3 ) element between fence and pole has been installed as shown in FIG. 9 .
  • the joint ( 3 ) may incorporate a flat washer ( 6 ), preferably rectangularly shaped, as shown in FIG. 13 , located in the bolted joint ( 3 ) below the bolt's head ( 9 ) and above the fence ( 1 ), and said flat washer being pierced by the bolt's rod ( 10 ) going through the central orifice ( 16 ) of the flat washer ( 6 ).
  • This fusible bolted joint ( 3 ) may also be equipped with a second flat washer ( 7 ) having also a central orifice ( 17 ), preferably round, as shown in FIG. 14 , located between the pole ( 2 ) and the locking nut ( 8 ).
  • the fusible type joint ( 3 ) offers also the same technical advantages when the metallic safety barrier comprised by the fence ( 1 ) and poles ( 2 ) also incorporates a rear brace ( 25 ) connected to the pole ( 2 ) by a bolted joint ( 26 ), preferably a non-fusible joint, as shown in FIG. 11 .
  • the safety fence to be designed needs to have a contention level slightly higher than that required to contain passenger car type vehicles, such as that required to contain light trucks or buses, which center of gravity is located at a greater height than that of passenger cars, it may be necessary to install an intermediate part ( 15 ) between the fence ( 1 ) and the pole ( 2 ), as shown in FIG. 10 .
  • This intermediate part ( 15 ) would be of a size insufficient to qualify it as a true spacer element, since its only function would be allowing the fence ( 1 ) a slight vertical displacement in relation to the pole ( 2 ), in a measure sufficient to compensate for the imbalance between the different heights of the centers of gravity of vehicle and barrier so the vehicle stability would be maintained and the vehicle would then be prevented from going over the barrier.
  • both the bolted joints ( 3 ′) between the fence ( 1 ) and the intermediate part ( 15 ), as the bolted joints ( 3 ′′) between the part ( 15 ) and the pole, alternatively, or both joints ( 3 ′) and ( 3 ′′) simultaneously may be fusible type joints. This would then allow for some upwards displacement of the fence before fusible joints ( 3 ′) or ( 3 ′′) became disengaged.
  • the fusible washer ( 18 ) is installed below the head of the bolt ( 5 ) and above the fence ( 1 ) and allows clearance for the bolt's ( 5 ) head through its central orifice ( 19 ), after a given force is applied over the joint subsequent to a vehicle colliding against the barrier.
  • FIG. 15 shows how the “non-fusible” rod ( 20 ) of said bolt ( 5 ) goes, successively, through the fusible washer ( 18 ) through its central orifice ( 19 ), the fence ( 1 ) through its central orifice ( 13 ), the pole ( 2 ) through its orifice ( 14 ), the flat washer ( 7 ) through its central orifice ( 17 ) and the locking nut ( 8 ).
  • FIG. 1 shows the straight cross-section of a metallic safety barrier, comprising a continuous horizontal fence ( 1 ) supported, by means of the fusible bolted joint ( 3 ), by a vertical post ( 2 ) inserted in the ground ( 4 ).
  • FIG. 2 Shows, by means of sub- FIGS. 2 a , 2 b and 2 c , the typical sequence of events that occur when a passenger car collides laterally against a metallic safety barrier showing the performance of the fusible joint ( 3 ) located between the fence ( 1 ) and the pole ( 2 ).
  • FIG. 3 Is a lateral perspective view of a section of a metallic safety barrier comprising a continuous horizontal fence ( 1 ) connected by means of fusible bolted joints ( 3 ) to the corresponding vertical poles ( 2 ) that are inserted in the terrain ( 4 ), said joints comprising a fusible bolt ( 5 ), a rectangular flat washer ( 6 ) located below the bolt's head, and a flat square washer ( 7 ) located below the locking and tightening nut ( 8 ).
  • FIG. 4 Corresponds to a longitudinal meridian section view of a fusible metal bolt ( 5 ), representing the bolt's head ( 9 ), rod ( 10 ) and fusible section ( 11 ).
  • FIG. 5 Is a graphic representation in two images, 5 a and 5 b , of force (F) transmitted to the bolt ( 5 ) of the fusible joint ( 3 ) from the passenger car that collides laterally against the barrier and the stresses (T) subsequently caused that affect the fence ( 1 ) upwards and the pole ( 2 ) downwards, subjecting to shearing stress forces the fusible section ( 11 ) of the bolt's rod ( 10 ) belonging to the bolted joint ( 3 ) connecting fence ( 1 ) and pole ( 2 ).
  • FIG. 6 Shows two images, sub- FIG. 6 a and sub- FIG. 6 b , of a fusible metal bolt ( 5 ) having a fusible section embodied by a cylindrical furrow ( 12 ) placed at a given section of the rod ( 10 ) below the bolt's head ( 9 ).
  • Sub- FIG. 6 a shows the meridian section of the fusible bolt ( 5 ) and
  • Sub- FIG. 6 b shows a three-dimensional view of same.
  • FIG. 7 Shows three images, sub- FIG. 7 a , sub- FIG. 7 b and sub- FIG. 7 c , of a fusible metal bolt ( 5 ) having a fusible section embodied by a pair of notches ( 12 ′) made at a certain section of the rod ( 10 ) and perpendicular to it, below the bolt's head ( 9 ).
  • Sub- FIG. 7 a corresponds to the meridian section of the fusible bolt ( 5 ) with the two notches ( 12 ′) made in the same section
  • sub- FIG. 7 b is a three-dimensional view of same
  • sub- FIG. 7 c shows the meridian section of the fusible bolt ( 5 ) with both notches ( 12 ′) located in two different sections but located close together in the rod ( 10 ).
  • FIG. 8 shows three images, sub- FIG. 8 a , sub- FIG. 8 b and sub- FIG. 8 c , of a fusible metal bolt ( 5 ) having a fusible section embodied by a pair of grooves ( 12 ′′) made at a certain section of the rod ( 10 ) and perpendicular to it, below the bolt's head ( 9 ).
  • Sub- FIG. 8 a shows the meridian section of the fusible bolt ( 5 ) with both grooves ( 12 ′′) made in the same section
  • Sub- FIG. 8 b is a three-dimensional view of same
  • Sub- FIG. 8 c shows the meridian section of the fusible bolt ( 5 ) with the two grooves ( 12 ′′) located in two, closely set together, different sections of the rod ( 10 ).
  • FIG. 9 Shows two images.
  • Sub- FIG. 9 a shows an exploded view
  • Sub- FIG. 9 b shows and assembled view of the fusible bolted joint between a fence ( 1 ) and a pole ( 2 ) of a metallic safety barrier, comprised by a fusible bolt ( 5 ), characterized by having a fusible section ( 11 ), that goes successively through the central orifice ( 16 ) of a flat washer ( 6 ) placed below the bolt's head, the central orifice ( 13 ), the fence ( 1 ), the pole's ( 2 ) orifice ( 14 ) and the central orifice ( 17 ) of a flat washer ( 7 ) placed below the joint's locking and tightening nut ( 8 ).
  • FIG. 10 Shows the straight cross-section of a metallic safety barrier, comprised by a continuous horizontal fence ( 1 ) supported, by means of an intermediate part ( 15 ), on a vertical post ( 2 ) inserted in the ground ( 4 ), and where the joint ( 3 ′) located between the fence and the intermediate part and/or the joint ( 3 ′′) located between the intermediate part and the pole is a fusible-type joint.
  • FIG. 11 Shows the straight cross-section of a metallic safety barrier, comprised by a continuous horizontal fence ( 1 ) supported, by means of the fusible bolted joint ( 3 ) connecting it to a vertical post ( 2 ) inserted in the ground ( 4 ) and a continuous rear brace ( 25 ) connected to the pole by a joint ( 26 ).
  • FIG. 12 Shows the straight cross-section of a double metallic safety barrier, comprised by two continuous horizontal fences ( 1 ) and a vertical post ( 2 ), said fences being symmetrically arranged on each side of the pole, and both fences supported by said pole to which they are attached by means of the fusible bolted joints ( 3 ), while the vertical post ( 2 ) is inserted in the ground ( 4 ).
  • FIG. 13 Shows the three-dimensional image of a flat rectangular washer ( 6 ), placed below the head of the fusible bolt, having an elongated central orifice ( 16 ).
  • FIG. 14 Shows the three-dimensional image of a flat square washer ( 7 ), placed below the head of the fusible bolt, having a round central orifice ( 17 ).
  • FIG. 15 Shows two images.
  • Sub- FIG. 15 a depicts the exploded view
  • Sub- FIG. 16 b depicts the assembled view, of the fusible bolted joint located between a fence ( 1 ) and a pole ( 2 ) of a metallic safety barrier, comprised by the combination of a non-fusible bolt ( 5 ) and a fusible washer ( 18 ), going, successively, through the bolt's rod ( 20 ), the central orifice ( 19 ) of the fusible washer ( 18 ) placed below the bolt's head, the central orifice ( 13 ) of the fence ( 1 ), the pole's ( 2 ) orifice ( 14 ), and the central orifice ( 17 ) of a flat is washer ( 7 ) placed below the joint's locking and tightening nut ( 8 ).
  • FIGS. 1 , 3 , 6 , 9 , 11 , 12 , 13 and 14 show a particular embodiment of the present invention, comprising a metal bolted joint ( 3 ) between the fence ( 1 ) and the pole ( 2 ) of a metallic safety barrier, comprising a metal bolt ( 5 ) having preferably a round head, a metal flat washer ( 6 ), preferably rectangularly Shaped, located below the bolt's head ( 9 ), another metal flat washer ( 7 ), preferably square located underneath the nut and a metal locking nut ( 8 ), which bolt ( 5 ) has in its rod ( 10 ), at a particular distance from the bolt's head ( 9 ), a section or area ( 12 ), preferably cylindrical, which diameter is smaller than the rod's ( 10 ) diameter, and is furrow-shaped. This area is called the fusible section or area, since it is the area in the rod ( 10 ) and the bolt ( 5 ) having the lowest mechanical resistance.
  • fusible section or area since it is the area
  • the rod of the fusible bolt ( 5 ) goes, successively, through the flat washer ( 6 ) placed underneath the bolt head ( 9 ), the fence ( 1 ), the pole ( 2 ), the flat washer ( 7 ) and the nut ( 8 ) which is the component that locks and tightens the bolted joint ( 3 ), as shown in FIG. 3 .
  • said rod ( 10 ) goes, successively, through the central orifice ( 16 ) of the rectangular flat washer ( 6 ), the central orifice ( 13 ) of the fence ( 1 ), the pole's ( 2 ) orifice ( 14 ), the central orifice ( 17 ) of the flat square washer ( 7 ), and the central orifice of the locking and tightening nut ( 8 ), as shown in FIG. 9 .
  • the position of the fusible section or area ( 12 ) along the rod ( 10 ) of the fusible bolt ( 5 ) is such that, once it has been definitely implemented, the joint ( 3 ) between the fence ( 1 ) and the pole ( 2 ), as shown in FIG.
  • the fusible section to or area ( 12 ) tooled in the rod ( 10 ) as a furrow-like indentation is confined, approximately, to the area inside the orifices ( 13 ) of the fence ( 1 ) and ( 14 ) of the pole ( 2 ) and therefore it may be considered that the theoretical surface that separates the fence ( 1 ) and the pole ( 2 ) would “cut” the bolt's ( 5 ) rod ( 10 ) that connects them together at the fusible area ( 12 ).
  • the controlled fusibility-type bolted joints ( 3 ), between fence ( 1 ) and pole ( 2 ), is applied both to a metallic safety barrier comprising exclusively a continuous horizontal fence ( 1 ) supported by vertical poles ( 2 ), arranged at regular intervals and inserted in the terrain ( 4 ), as shown in FIG. 1 , as to a zo metallic barrier having, aside the aforementioned components, one or two rear continuous horizontal braces ( 25 ), affixed to the rear side of the poles ( 2 ), as shown in FIG. 11 , or to double metallic barriers, that is, barriers comprised by two fences ( 1 ) symmetrically arranged on each side of the poles ( 2 ), as shown in FIG. 12 .

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Bridges Or Land Bridges (AREA)
US12/992,886 2008-05-28 2009-02-06 Metal Roadway Safety Barrier Abandoned US20110084246A1 (en)

Applications Claiming Priority (3)

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ESU200801139 2008-05-28
ES200801139U ES1068049Y (es) 2008-05-28 2008-05-28 Mecanismo fusible para la union atornillada entre la valla horizontal y el poste vertical de soporte de las barreras metalicas de seguridad para contencion de vehiculos, de uso en los margenes y medianas de las carreteras
PCT/ES2009/000068 WO2009144334A1 (es) 2008-05-28 2009-02-06 Barrera metálica de seguridad vial

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EP (1) EP2128342B1 (es)
CN (1) CN101591892A (es)
AR (1) AR071711A1 (es)
AU (1) AU2009253010A1 (es)
CL (1) CL2008003273A1 (es)
CR (1) CR10630U (es)
DO (1) DOP2010000255A (es)
EA (1) EA201001741A1 (es)
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PE (1) PE20100238A1 (es)
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US9200417B2 (en) 2012-11-27 2015-12-01 Energy Absorption Systems, Inc. Guardrail system with a releasable post
US20190145070A1 (en) * 2016-04-08 2019-05-16 Holmes Solutions Limited Partnership Barrier system
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ES1068049Y (es) 2008-11-01
AR071711A1 (es) 2010-07-07
EP2128342A2 (en) 2009-12-02
PT2128342E (pt) 2015-05-22
ES1068049U (es) 2008-08-01
EP2128342B1 (en) 2015-01-28
MX2010009711A (es) 2010-09-30
DOP2010000255A (es) 2010-11-15
EA201001741A1 (ru) 2011-04-29
NZ588501A (en) 2013-03-28
AU2009253010A1 (en) 2009-12-03
CR10630U (es) 2009-07-13
PE20100238A1 (es) 2010-04-08
WO2009144334A1 (es) 2009-12-03
ES2535496T3 (es) 2015-05-12
CL2008003273A1 (es) 2010-09-21
EP2128342A3 (en) 2011-04-06
CN101591892A (zh) 2009-12-02

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