[go: up one dir, main page]

EP3486375B1 - Anchoring system for a guardrail post - Google Patents

Anchoring system for a guardrail post Download PDF

Info

Publication number
EP3486375B1
EP3486375B1 EP18207173.8A EP18207173A EP3486375B1 EP 3486375 B1 EP3486375 B1 EP 3486375B1 EP 18207173 A EP18207173 A EP 18207173A EP 3486375 B1 EP3486375 B1 EP 3486375B1
Authority
EP
European Patent Office
Prior art keywords
anchoring
post
plate
mechanical coupling
post base
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP18207173.8A
Other languages
German (de)
French (fr)
Other versions
EP3486375A1 (en
Inventor
David De Saedeleer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Desami Sprl
Original Assignee
Desami Sprl
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Desami Sprl filed Critical Desami Sprl
Publication of EP3486375A1 publication Critical patent/EP3486375A1/en
Application granted granted Critical
Publication of EP3486375B1 publication Critical patent/EP3486375B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • 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
    • E01F15/0461—Supports, e.g. posts
    • 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
    • E01F15/0476—Foundations

Definitions

  • the present invention relates to the technical field of guardrails arranged along road traffic lanes to reduce the severity of accidents.
  • the present invention relates to an anchoring system for a crash barrier post.
  • a crash barrier is a barrier placed along a road traffic lane to cushion the impact in the event of an accident and not return the vehicle in the opposite direction so that it does not bounce back to the left lane. on the roads.
  • a safety barrier as understood throughout this text is a restraint device made up of vertical elements anchored in the ground, the “posts”, and horizontal elements, the “rails. ”, Attached to these posts.
  • ⁇ vertical and horizontal elements generally consist mainly of metal, but any other material having suitable mechanical properties can be considered.
  • front face of a post denotes the face of the post, or of one of its components, adjoining the traffic lane and generally found in first line in the event of an impact with a vehicle, while the "rear face” is the face opposite the front face.
  • Most of the energy dissipated by a guardrail is usually absorbed by the deformation of the rails, while a smaller amount of energy can also be absorbed by a deformation of the posts and their anchoring system at the base. ground.
  • the document WO 2015/042656 discloses an anchoring system to a rigid support for a safety barrier post in which the force exerted by the post on the anchoring means in the event of impact is reduced by the presence of a plate anchor comprising a hinge zone capable of being plastically deformed.
  • the anchoring plate in fact comprises in its front part (i) an anchoring zone comprising attachment means for coupling said plate to the rigid support and (ii) a zone integral with the base of the post, these two zones being separated by slits extending from the front of the plate to the rear thereof to the hinge area.
  • the area attached to the base of the post indeed follows the rotation of the post caused by the moment of force associated with the impact force, while the anchoring area of the plate remains coupled to the rigid support.
  • the deformation thus generated in the hinge zone of the plate makes it possible to dissipate kinetic energy and therefore to absorb the impact between the vehicle and the guardrail, but also to reduce the force supported by the coupling anchoring means.
  • the anchoring plate to the rigid support.
  • the anchoring means typically comprising anchor bolts placed in through holes drilled in the anchoring plate, are effected in tension during the application of a force on the post oriented from the front to the front. 'back.
  • the anchoring system advantageously comprises a stop device, such as a notch at the rear of the post, making it possible to limit the amplitude of rotation of the post and therefore to plastic deformation of the hinge area. This has the effect of increasing the resistance of the guardrail post once the plastic deformation of the hinge area has reached a maximum allowable amplitude.
  • the guardrail when the guardrail is placed on a civil engineering structure such as a bridge or a dike, it is generally very desirable to limit the forces transmitted by the anchoring means to the support to a maximum value. rigid in sight to preserve the latter.
  • the rigid support is in fact generally part of a complex civil engineering structure. It is then expensive and difficult to repair in the event of damage generated by excessive forces at the level of the anchoring means.
  • fuse systems exist, in which the post is decoupled from the rigid support beyond a threshold value of forces transmitted to the means of. anchoring.
  • Such systems for controlling the maximum value of the forces transmitted to the rigid support are for example described in the document US2010 / 0293870 .
  • These anchoring systems comprise an anchoring plate integral with the base of the post which is anchored in the ground by means of anchor bolts inserted in through holes drilled in said plate. Each anchor bolt is in direct contact with the ground and is closed with a nut tightened above the anchor plate. A washer with a hole that can be deformed is placed between the anchor bolt closure nut and the anchor plate. In the event of a sufficient impact on the guardrail and therefore of a sufficient moment of force transmitted to the base of the post, the hole in the washer deforms and tears under the stress transmitted to it by the locking nut. closing.
  • the anchor plate and therefore the post become decoupled from the ground because the locking nut is smaller in size than the through holes in the anchor plate.
  • This decoupling which therefore occurs beyond a threshold value of forces transmitted to the anchoring system, makes it possible to preserve the support in which the post is anchored via the anchoring plate.
  • both the post and the anchoring means are at least partially damaged, which prevents them from being reused later.
  • the threshold force value that can be transmitted to the anchoring system and the quantity of energy dissipated in the anchoring system before decoupling are relatively small because they are directly linked to the limited mechanical resistance capacities of the washers present. between the anchor plate and the locking nut.
  • the anchor bolts comprising the deformable washers disclosed in the document US2010 / 0293870 are only "fuses" in traction. Consequently, in the event of sufficient force exerted on the post, only the front part of the anchor plate becomes detached from the rigid support. The bolts at the rear of the anchor plate are stressed in compression in the event of a vehicle impact. against the guardrail. Since there are no fusible compression bolts in the disclosed anchoring system, the post therefore generally remains partially coupled to the rigid support even after a large impact between a vehicle and the guardrail. As explained in the document, the absence of total decoupling makes it possible to increase the retention power of the guardrail because the partially decoupled post continues to obstruct the passage of the vehicle.
  • An object of the present invention is to provide an anchoring system in a rigid support for a safety barrier post making it possible to limit to a threshold value the value of the forces transmitted to the rigid support in order to preserve it, while maximizing the amount of energy dissipated during an impact.
  • Another object of the present invention is to provide an anchoring system in a rigid support for a guardrail post which can be implemented in existing civil engineering structures, such as bridges or dikes. , without requiring adaptation civil works.
  • Another object of the invention is to provide an anchoring system for a guardrail which minimizes the risks of overturning a vehicle colliding with the guardrail.
  • Another object of the invention is to provide an anchoring system comprising means for anchoring to the rigid support which can be reused following an impact which has caused damage to the post.
  • the means for anchoring the at least one anchoring plate to the rigid support are configured to remain within their elastic limit when a moment of force equal to said second threshold value S2 is applied to the anchoring system.
  • the fragile zones of the mechanical coupling between the post base and the at least one anchoring plate comprise a partial weld between the post base and the at least one anchoring plate.
  • the fragile zones of the mechanical coupling between the post base and the at least one anchoring plate comprise a zone with a thickness less than that of the post base and of the anchoring plate.
  • the system comprises two lateral anchoring plates arranged around the post base, said fragile zones being positioned at the interfaces between each lateral anchoring plate and the post base.
  • the system according to the invention comprises a central anchoring plate coupled to a post base comprising two side parts arranged around said central anchoring plate, said fragile zones being positioned at the interfaces between the plate. anchor and each of the two side parts of the post base.
  • said slot comprises an edge tangent to the through hole, said edge being in a position medial with respect to the through hole and to a fragile zone of the mechanical coupling.
  • the means for anchoring the at least one anchoring plate to the rigid support comprise anchor bolts, said anchor bolts comprising screws and nuts.
  • the bolts comprise washers inserted between the nuts and the at least one anchoring plate.
  • the invention relates to a post anchored in a rigid support using an anchoring system as described above.
  • the invention relates to a safety barrier anchored in a rigid support comprising a plurality of posts as described above and a plurality of horizontal elements connecting said posts to one another.
  • the post 1 therefore comprises a post base 3 coupled to at least one anchoring plate 4 using a mechanical coupling, said at least one anchoring plate 4 itself being coupled to the rigid support 2 by means of anchoring means.
  • FIG. 1 and 2 an embodiment of a post 1 compatible with the anchoring system according to the invention is shown.
  • two lateral anchoring plates 4a, 4b are mechanically coupled to the post base 3 which is in a medial position with respect to the two anchoring plates 4a, 4b.
  • the side plates 4a, 4b are coupled to the post base 3 by welds.
  • the side plates 4a, 4b and the post base 3 can be integral parts of the same part.
  • the means for anchoring to the rigid support 2 of the anchoring plate 4 can take on different embodiments.
  • the anchoring means of the side plates 4a, 4b comprise bolts inserted into through holes 6 drilled in said side plates 4a, 4b. These bolts comprise screws 8 partially driven into the rigid support 2 to which they are fixed by mechanical and / or chemical means. Nuts 9 are used to close the bolts above the side plates 4a, 4b. Washers 10 can also be inserted between the nuts 9 and the side plates 4a, 4b.
  • the post 1 is also subjected to a force F comprising a component oriented along a directing vector -x2, that is to say oriented from the front face 1a, towards the rear face 1b of the post.
  • the side plates 4a, 4b are designed in such a way that the forces due to the force F and transmitted by the post base 3 generate a torsional deformation of the part of the side plates 4a, 4b fixed to the post base 3.
  • This deformation is the consequence of a greater structural rigidity of the post base 3 compared to that of the side plates 4a, 4b.
  • This difference in structural rigidity can originate from the use of materials of different qualities for the side plates 4a, 4b and the post base 3.
  • the side plates 4a, 4b include a slot 7 which extends from the front edge towards the rear of each side plate 4a, 4b to a certain depth without reaching the rear edge thereof. This slot 7 structurally weakens the side plates 4a, 4b which are then more easily deformable in torsion when a moment M is applied to the anchoring system.
  • the deformation of the plates 4a, 4b is shown on Figure 3 .
  • Such a deformation is observable when the moment M generated by the force F has a sufficiently high value.
  • the mechanical coupling between the plates 4a, 4b and the post base 3 enters into plastic deformation.
  • This plastic deformation in torsion is responsible for a significant dissipation of energy in the anchoring system and therefore makes it possible to evacuate part of the kinetic energy of the vehicle, and therefore to reduce its speed at the time of the impact.
  • the rigid support 2 is preserved from the damage which may occur in the event of excessive forces generated by the anchoring means of the side plates 4a, 4b.
  • the threshold value S2 of the moment before rupture which is therefore directly linked to the maximum forces transmitted by the anchoring means to the rigid support 2 before rupture, can be modulated according to the properties of mechanical resistance to rupture of the fragile zones 5a, b.
  • the fragile zones 5a, 5b are moreover configured so that their rupture causes a total decoupling between the post base 3 and the side plates 4a, 4b.
  • these fragile zones 5a, 5b are advantageously located on the whole of the interface between the post base 3 and the side plates 4a, 4b so that the end of the breaking process, the side plates 4a, 4b and the post base 3 have become separate entities.
  • These fragile areas 5a, 5b can be made in different ways.
  • the fragile areas 5a, 5b correspond to a weld between the side plates 4a, 4b and the post base 3.
  • This weld can be a partial weld, that is to say a weld that does not extend over the entire length. 'thickness of the side plates - post base interface, in order to obtain an adequate threshold value S2 for the moment M.
  • the fragile zones 5a, 5b may correspond to zones of smaller thickness compared to the thickness of the side plates 4a, 4b and of the post base 3.
  • the maximum deflection angle ⁇ that the post 1 can withstand before the mechanical coupling breaks can be modulated according to the mechanical deformation properties of said coupling.
  • this maximum deflection angle ⁇ is mainly governed by the structural torsional rigidity of the side plates 4a, 4b, which depends on the material used, the thickness of the plates as well as the exact location and depth of the slot 7.
  • the means for anchoring the plates 4a, 4b to the rigid support 2 can withstand the forces generated by the value S2 of the moment M
  • the anchoring means which typically comprise anchor bolts, as shown in Figures 3-4 , must resist for decoupling to occur in fragile areas 5.
  • the absence of breakage or tearing of the anchoring screws and nuts under the action of the moment of force M equal to S2 makes it possible to guarantee decoupling total of post 1 by breaking fragile areas 5a, 5b.
  • This sufficient strength of the anchoring means also makes it possible to prevent unpredictable interactions between them and the rigid support 2, which could be harmful to it.
  • the anchoring means which therefore typically comprise anchor bolts, must consequently have sufficient mechanical strength properties to withstand the forces which they must transmit to the rigid support 2 up to a value S2 of the moment of force.
  • the anchoring means are designed and dimensioned to remain within their elastic limit up to the value S2 of the moment of force causing the breakage of the fragile zones 5a, 5b. This means that the various elements constituting the anchoring means only undergo elastic deformations, without therefore becoming plastic, for the force values transmitted during the rupture of the mechanical coupling. In this way, the integrity of the anchoring means is completely preserved at the end of the process of breaking the mechanical coupling between the side plates 4a, 4b and the post base 3. Consequently, following a destructive accident for the post 1, these anchoring means can be reused to anchor a new post 1 replacing the previous one in the rigid support 2.
  • the Figure 5 is a schematic sectional view of the anchoring zone of a post 1 according to one embodiment of the invention.
  • the side plates 4a, 4b are therefore coupled to the post base 3 which is in the central position.
  • the fragile zones 5a, 5b of the mechanical coupling are located at the interfaces between the post base 3 and the side plates 4a, 4b.
  • the fragile areas 5a, 5b are welds, possibly partial, between the side plates 4a, 4b and the post base 3.
  • Parts 31 and 32 represent the front and rear walls of post 1 which are anchored to its base 3.
  • the Figure 6 is a schematic sectional view of the anchoring zone of a post 1 according to another embodiment.
  • the side plates 4a, 4b are replaced by a single central plate 4 coupled to a post base in two side parts 3a and 3b.
  • a fragile zone 5a, 5b is located at each interface between the post base in two parts 3a, 3b and the central plate 4.
  • the central plate 4 advantageously comprises two through holes 6 to receive the means for anchoring to the rigid support 2.
  • Embodiments with a single through hole in the central plate 4 can also be envisaged.
  • the parts 31a, 32a and 31b, 32b represent the front and rear walls of the post 1 which are anchored to the side parts 3a and 3b of the post base. What has been said above about the embodiments comprising a central post base 3 and lateral anchoring plates 4a, 4b can be directly transposed this embodiment comprising a single central anchoring plate 4 and a base of post in two lateral parts 3a and 3b.
  • At least one slot 7 is advantageously machined in the anchor plates 4, 4a, 4b.
  • This slot is advantageously through along an axis x3, through the thickness of the plate therefore, and it extends along an axis x2, from the front edge of the plate to a certain depth towards the rear, without reaching the bottom. rear edge.
  • This slot 7 makes it possible to reduce the structural rigidity of the plate in torsion.
  • the slot 7 is advantageously connected to the through hole 6 used to anchor the plate to the rigid support 2. This configuration has indeed proved to be advantageous because it has been observed that in the event of an impact of a vehicle on the rails of a crash barrier, the different posts 1 involved in the shock absorption are subjected to different forces.
  • the presence of the slot 7 connected to the through hole offers an additional possibility of obtaining a decoupling between the post 1 and the rigid support 2.
  • the plates 4, 4a, 4b can indeed deform so as to widen the width of the slot 7 and to allow the passage of the anchor screw 8 therethrough.
  • the decoupling between the post 1 and the rigid substrate 2 is then obtained by a translational movement along the x2 axis of the post base 3 still coupled to the anchor plates 4, 4a, 4b.
  • each slot 7 connected to a through hole 6 of an anchor plate 4, 4a, 4b advantageously comprises an edge 7a, 7b extending along an axis 11a, 11b parallel to x2 and tangent to the through hole 6.
  • the axis 11a, 11b is in a medial position with respect to the fragile zone 5a, 5b of the mechanical coupling and the through hole 6.
  • medial position is meant that the axis 11a, 11b, in addition to being tangent to the through hole 6, is located between through hole 6 and fragile area 5a, 5b.
  • the edge 7a, 7b of the slot 7 extends along an axis 11 which is parallel to x2 and tangent to the hole 6 on the side of the fragile zone 5a, 5b.
  • the slot 7, generally narrower than the through hole 6, is connected to the through hole 6 while being offset towards the fragile zone 5a, 5b with respect to the center of the through hole 6.
  • the Figure 7 shows a safety barrier comprising posts 1 anchored to a rigid support 2, which is here a concrete or metal sill, using an anchoring system as described above. Horizontal elements, the tubes 12 interconnect different posts 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Description

Domaine de l'inventionField of the invention

La présente invention se rapporte au domaine technique des glissières de sécurité disposées le long des voies de circulation routières pour amoindrir la gravité de accidents.The present invention relates to the technical field of guardrails arranged along road traffic lanes to reduce the severity of accidents.

La présente invention concerne un système d'ancrage pour un poteau de glissière de sécurité.The present invention relates to an anchoring system for a crash barrier post.

Description de l'art antérieurDescription of the prior art

Une glissière de sécurité est une barrière disposée le long d'une voie de circulation routière pour, en cas d'accident, amortir le choc et ne pas renvoyer le véhicule dans le sens inverse afin qu'il ne rebondisse pas vers la voie de gauche sur les routes. Pour atteindre ces objectifs, il est avantageux de concevoir les glissières de sécurité de telle manière qu'elles puissent se déformer lorsqu'elles sont percutées un véhicule en vue d'absorber l'énergie cinétique de ce dernier. Lors d'une collision avec un véhicule, l'énergie peut alors être absorbée à différents endroits de la glissière de sécurité. De manière générale, une glissière de sécurité telle qu'on l'entend tout au long de ce texte est un dispositif de retenue constitué d'éléments verticaux ancrés dans le sol, les « poteaux », et d'éléments horizontaux, les « rails », fixés à ces poteaux. Ces éléments verticaux et horizontaux sont en général constitués principalement de métal, mais tout autre matériau ayant des propriétés mécaniques adéquates peut être envisagé. Par convention, tout au long de ce texte, on désigne par « face avant » d'un poteau, la face du poteau, ou de l'un des éléments qui le composent, jouxtant la voie de circulation et se retrouvant en général en première ligne en cas d'impact avec un véhicule, tandis que la « face arrière » est la face opposée à la face avant. La majeure partie de l'énergie dissipée par une glissière de sécurité est en général absorbée par la déformation des rails, tandis qu'une quantité d'énergie plus limitée peut également être absorbée par une déformation des poteaux et de leur système d'ancrage au sol.A crash barrier is a barrier placed along a road traffic lane to cushion the impact in the event of an accident and not return the vehicle in the opposite direction so that it does not bounce back to the left lane. on the roads. To achieve these objectives, it is advantageous to design the guardrails in such a way that they can deform when they are struck by a vehicle in order to absorb the kinetic energy of the latter. In a collision with a vehicle, energy can then be absorbed at various points on the crash barrier. In general, a safety barrier as understood throughout this text is a restraint device made up of vertical elements anchored in the ground, the “posts”, and horizontal elements, the “rails. ”, Attached to these posts. These vertical and horizontal elements generally consist mainly of metal, but any other material having suitable mechanical properties can be considered. By convention, throughout this text, the term “front face” of a post denotes the face of the post, or of one of its components, adjoining the traffic lane and generally found in first line in the event of an impact with a vehicle, while the "rear face" is the face opposite the front face. Most of the energy dissipated by a guardrail is usually absorbed by the deformation of the rails, while a smaller amount of energy can also be absorbed by a deformation of the posts and their anchoring system at the base. ground.

Le document WO 2015/042656 divulgue un système d'ancrage à un support rigide pour un poteau de glissière de sécurité dans lequel l'effort exercé par le poteau sur les moyens d'ancrage en cas d'impact est réduit de par la présence d'une platine d'ancrage comprenant une zone charnière apte à se déformer plastiquement. La platine d'ancrage comprend en effet dans sa partie avant (i) une zone d'ancrage comprenant des moyens d'attache pour coupler ladite platine au support rigide et (ii) une zone solidaire de la base du poteau, ces deux zones étant séparées par des fentes s'étendant de l'avant de la platine vers l'arrière de celle-ci jusqu'à la zone charnière. Lorsqu'une force ayant une composante non nulle suffisante orientée d'avant en arrière du poteau est appliquée sur le poteau, la zone charnière de la platine d'ancrage se déforme. Sous l'action de cette force, la zone solidaire de la base du poteau suit en effet la rotation du poteau causée par le moment de force associé à la force d'impact, tandis que la zone d'ancrage de la platine reste couplée au support rigide. La déformation ainsi générée dans la zone charnière de la platine permet de dissiper de l'énergie cinétique et donc d'amortir le choc entre le véhicule et la glissière de sécurité, mais également de diminuer l'effort supporté par les moyens d'ancrage couplant la platine d'ancrage au support rigide. Les moyens d'ancrage, comprenant typiquement des boulons d'ancrage placés dans des trous traversants percés dans la platine d'ancrage, sont effets sollicités en traction lors de l'application d'une force sur le poteau orientée de l'avant vers l'arrière. De par la déformation plastique de la zone charnière, le pic de traction subi par ces moyens d'ancrage est donc réduit, ce qui permet de les préserver et/ou de réduire leur nombre ou leur résistance individuelle en vue de résister à un niveau de force d'impact donné sur le poteau. Par ailleurs, ce document de l'art antérieur dévoile que le système d'ancrage comprend avantageusement un dispositif d'arrêt, tel qu'une encoche à l'arrière du poteau, permettant de limiter l'amplitude de rotation du poteau et donc de la déformation plastique de la zone charnière. Cela a pour effet d'augmenter la résistance du poteau de la glissière de sécurité une fois que la déformation plastique de la zone charnière a atteint une amplitude maximale permise. Malgré la dissipation d'énergie se produisant durant la déformation de la zone charnière, les efforts transmis aux moyens d'ancrage restent donc élevés et la valeur maximale de ceux-ci est fortement dépendante des spécificités du véhicule qui entre en collision avec la glissière de sécurité et surtout de l'énergie cinétique de ce dernier au moment de l'impact.The document WO 2015/042656 discloses an anchoring system to a rigid support for a safety barrier post in which the force exerted by the post on the anchoring means in the event of impact is reduced by the presence of a plate anchor comprising a hinge zone capable of being plastically deformed. The anchoring plate in fact comprises in its front part (i) an anchoring zone comprising attachment means for coupling said plate to the rigid support and (ii) a zone integral with the base of the post, these two zones being separated by slits extending from the front of the plate to the rear thereof to the hinge area. When a force with a sufficient non-zero component oriented front to back of the post is applied to the post, the hinge area of the anchor plate is deformed. Under the action of this force, the area attached to the base of the post indeed follows the rotation of the post caused by the moment of force associated with the impact force, while the anchoring area of the plate remains coupled to the rigid support. The deformation thus generated in the hinge zone of the plate makes it possible to dissipate kinetic energy and therefore to absorb the impact between the vehicle and the guardrail, but also to reduce the force supported by the coupling anchoring means. the anchoring plate to the rigid support. The anchoring means, typically comprising anchor bolts placed in through holes drilled in the anchoring plate, are effected in tension during the application of a force on the post oriented from the front to the front. 'back. Due to the plastic deformation of the hinge zone, the tensile peak undergone by these anchoring means is therefore reduced, which makes it possible to preserve them and / or to reduce their number or their individual resistance in order to withstand a level of impact force given on the post. Moreover, this document of the prior art discloses that the anchoring system advantageously comprises a stop device, such as a notch at the rear of the post, making it possible to limit the amplitude of rotation of the post and therefore to plastic deformation of the hinge area. This has the effect of increasing the resistance of the guardrail post once the plastic deformation of the hinge area has reached a maximum allowable amplitude. Despite the energy dissipation occurring during the deformation of the hinge zone, the forces transmitted to the anchoring means therefore remain high and the maximum value of these is strongly dependent on the specifics of the vehicle which collides with the slide rail. safety and especially the kinetic energy of the latter at the time of impact.

Cependant, lorsque la glissière de sécurité est placée sur un ouvrage d'art de génie civil tel qu'un pont ou une digue, il est en général très souhaitable de limiter à une valeur maximale les efforts transmis par les moyens d'ancrage au support rigide en vue de préserver ce dernier. Dans un tel cas de figure, le support rigide fait en effet en général partie d'une structure complexe de génie civil. Il est alors couteux et difficile à réparer en cas d'endommagement généré par des efforts excessifs au niveau des moyens d'ancrage. En vue de limiter les efforts transmis au support rigide via les moyens d'ancrage, des systèmes dits « à fusible » existent, dans lesquels le poteau se découple du support rigide au-delà d'une valeur seuil d'efforts transmis aux moyens d'ancrage. De tels systèmes pour maitriser la valeur maximale des efforts transmis au support rigide sont par exemple décrits dans le document US2010/0293870 . Ces systèmes d'ancrage comprennent une plaque d'ancrage solidaire de la base du poteau qui est ancrée dans le sol par l'intermédiaire de boulons d'ancrage insérés dans des trous traversants percés dans ladite plaque. Chaque boulon d'ancrage est en contact direct avec le sol et est fermé à l'aide d'un écrou serré au-dessus de la plaque d'ancrage. Une rondelle comprenant un trou qui peut être déformé est placée entre l'écrou de fermeture des boulons d'ancrage et la plaque d'ancrage. En cas d'un impact suffisant sur la glissière de sécurité et donc d'un moment de force suffisant transmis à la base du poteau, le trou de la rondelle se déforme et se déchire sous la contrainte qui lui est transmise par l'écrou de fermeture. A ce moment, la plaque d'ancrage et donc le poteau se découplent du sol car l'écrou de fermeture a une taille inférieure à celle des trous traversants dans la plaque d'ancrage. Ce découplage qui se produit donc au-delà d'une valeur seuil d'efforts transmis au système d'ancrage permet de préserver le support dans lequel est ancré le poteau via la plaque d'ancrage. A l'issue d'un tel processus de découplage, à la fois le poteau et les moyens d'ancrage sont au moins partiellement endommagés, ce qui empêche de les réutiliser ultérieurement. Par ailleurs, la valeur seuil d'effort qui peut être transmise au système d'ancrage et la quantité d'énergie dissipée dans le système d'ancrage avant découplage sont relativement réduites car elles sont directement liées aux capacités de résistance mécanique limitées des rondelles présentes entre la plaque d'ancrage et l'écrou de fermeture.However, when the guardrail is placed on a civil engineering structure such as a bridge or a dike, it is generally very desirable to limit the forces transmitted by the anchoring means to the support to a maximum value. rigid in sight to preserve the latter. In such a scenario, the rigid support is in fact generally part of a complex civil engineering structure. It is then expensive and difficult to repair in the event of damage generated by excessive forces at the level of the anchoring means. In order to limit the forces transmitted to the rigid support via the anchoring means, so-called “fuse” systems exist, in which the post is decoupled from the rigid support beyond a threshold value of forces transmitted to the means of. anchoring. Such systems for controlling the maximum value of the forces transmitted to the rigid support are for example described in the document US2010 / 0293870 . These anchoring systems comprise an anchoring plate integral with the base of the post which is anchored in the ground by means of anchor bolts inserted in through holes drilled in said plate. Each anchor bolt is in direct contact with the ground and is closed with a nut tightened above the anchor plate. A washer with a hole that can be deformed is placed between the anchor bolt closure nut and the anchor plate. In the event of a sufficient impact on the guardrail and therefore of a sufficient moment of force transmitted to the base of the post, the hole in the washer deforms and tears under the stress transmitted to it by the locking nut. closing. At this time, the anchor plate and therefore the post become decoupled from the ground because the locking nut is smaller in size than the through holes in the anchor plate. This decoupling, which therefore occurs beyond a threshold value of forces transmitted to the anchoring system, makes it possible to preserve the support in which the post is anchored via the anchoring plate. At the end of such a decoupling process, both the post and the anchoring means are at least partially damaged, which prevents them from being reused later. In addition, the threshold force value that can be transmitted to the anchoring system and the quantity of energy dissipated in the anchoring system before decoupling are relatively small because they are directly linked to the limited mechanical resistance capacities of the washers present. between the anchor plate and the locking nut.

Par ailleurs, les boulons d'ancrage comprenant les rondelles déformables divulgués dans le document US2010/0293870 sont seulement «fusibles» en traction. Par conséquent, en cas de force suffisante exercée sur le poteau, seule la partie avant de la plaque d'ancrage se découple du support rigide. Les boulons à l'arrière de la plaque d'ancrage, sont quant à eux sollicités en compression en cas d'impact d'un véhicule contre la glissière de sécurité. Etant donné qu'il n'y a pas de boulons fusibles en compression dans le système d'ancrage divulgué, le poteau reste par conséquent en général partiellement couplé au support rigide même après un impact important entre un véhicule et la glissière de sécurité. Comme expliqué dans le document, l'absence de découplage total permet d'augmenter le pouvoir de rétention de la glissière de sécurité car le poteau partiellement découplé continue à faire obstacle au passage du véhicule. Cependant, cette absence de découplage total combinée à la flexion du poteau qui entre en déformation peut dans certains cas avoir des effets néfastes, en particulier si le véhicule possède encore une énergie cinétique suffisante après le découplage partiel du poteau et que son centre de gravité est plus élevé que la hauteur de la glissière de sécurité après découplage partiel du poteau. Une telle configuration peut en effet amener un renversement du véhicule par basculement au-dessus de la glissière de sécurité. Par ailleurs, au-delà du basculement du véhicule qu'elle peut générer, l'absence de découplage total d'un poteau peut également causer un franchissement du véhicule à travers la glissière de sécurité sans basculement. Avec ces systèmes de l'art antérieur, il a en effet pu être observé que parmi les poteaux sollicités lors d'une collision entre un véhicule et la glissière de sécurité, les poteaux qui subissent la plus importante déflection angulaire deviennent en effet plus des éléments facilitant le franchissement de la glissière de sécurité par le véhicule que des dispositifs de retenue, de par l'effort que leur poids exerce sur les éléments horizontaux de la glissière de sécurité et donc de par l'abaissement de celle-ci qu'ils génèrent.Furthermore, the anchor bolts comprising the deformable washers disclosed in the document US2010 / 0293870 are only "fuses" in traction. Consequently, in the event of sufficient force exerted on the post, only the front part of the anchor plate becomes detached from the rigid support. The bolts at the rear of the anchor plate are stressed in compression in the event of a vehicle impact. against the guardrail. Since there are no fusible compression bolts in the disclosed anchoring system, the post therefore generally remains partially coupled to the rigid support even after a large impact between a vehicle and the guardrail. As explained in the document, the absence of total decoupling makes it possible to increase the retention power of the guardrail because the partially decoupled post continues to obstruct the passage of the vehicle. However, this absence of total decoupling combined with the bending of the post which enters into deformation can in certain cases have harmful effects, in particular if the vehicle still has sufficient kinetic energy after the partial decoupling of the post and that its center of gravity is higher than the height of the guardrail after partial decoupling from the post. Such a configuration can in fact cause the vehicle to overturn by tilting over the crash barrier. Moreover, beyond the tilting of the vehicle that it can generate, the absence of total decoupling of a post can also cause the vehicle to cross through the guardrail without tilting. With these systems of the prior art, it has in fact been observed that among the posts stressed during a collision between a vehicle and the guardrail, the posts which undergo the greatest angular deflection in fact become more elements. facilitating the crossing of the guardrail by the vehicle as restraint devices, by the force that their weight exerts on the horizontal elements of the guardrail and therefore by the lowering of the latter that they generate .

Résumé de l'inventionSummary of the invention

Un but de la présente invention est de fournir un système d'ancrage dans un support rigide pour un poteau de glissière de sécurité permettant de limiter à une valeur seuil la valeur des efforts transmis au support rigide en vue de le préserver, tout en maximisant la quantité d'énergie dissipée lors d'un impact.An object of the present invention is to provide an anchoring system in a rigid support for a safety barrier post making it possible to limit to a threshold value the value of the forces transmitted to the rigid support in order to preserve it, while maximizing the amount of energy dissipated during an impact.

Un autre but de la présente invention est de fournir un système d'ancrage dans un support rigide pour un poteau de glissière de sécurité qui peut être mis en œuvre dans des ouvrages d'art de génie civil existants, tels que des ponts ou des digues, sans nécessiter de travaux de génie civil d'adaptation.Another object of the present invention is to provide an anchoring system in a rigid support for a guardrail post which can be implemented in existing civil engineering structures, such as bridges or dikes. , without requiring adaptation civil works.

Un autre but de l'invention est de fournir un système d'ancrage pour une glissière de sécurité qui minimise les risques de renversement d'un véhicule entrant en collision avec la glissière de sécurité.Another object of the invention is to provide an anchoring system for a guardrail which minimizes the risks of overturning a vehicle colliding with the guardrail.

Un autre but de l'invention est de fournir un système d'ancrage comprenant des moyens d'ancrage au support rigide qui peuvent être réutilisés suite à un impact ayant provoqué un endommagement du poteau.Another object of the invention is to provide an anchoring system comprising means for anchoring to the rigid support which can be reused following an impact which has caused damage to the post.

La présente invention est définie dans la revendication indépendante annexée. Les modes de réalisations préférés sont définis dans les revendications dépendentes.The present invention is defined in the appended independent claim. Preferred embodiments are defined in the dependent claims.

Selon un premier aspect, l'invention se rapporte à un système d'ancrage pour un poteau de glissière de sécurité dans un support rigide, ledit poteau comprenant une face avant et une face arrière, ledit système comprenant :

  • une base de poteau ;
  • au moins une platine d'ancrage au support rigide ;
  • des moyens d'ancrage de la au moins une platine d'ancrage au support rigide ; dans lequel ladite base de poteau est couplée mécaniquement à ladite au moins une platine d'ancrage par un couplage mécanique, ledit couplage mécanique étant un couplage rigide déformable en rotation sous l'action d'une force F appliquée sur le poteau ayant une composante horizontale orientée de l'avant vers l'arrière du poteau, ledit couplage mécanique entrant en déformation plastique lorsque ladite composante horizontale génère un moment de force M supérieur à une première valeur seuil S1 sur le système d'ancrage,
dans lequel,
  • ledit couplage mécanique est configuré pour entrer en rupture par torsion dans des zones fragiles du couplage mécanique lorsque ladite composante horizontale de la force appliquée génère un moment de force supérieur à une seconde valeur seuil S2 sur le système d'ancrage, lesdites zones fragiles étant configurées pour que la base du poteau soit totalement découplée de la au moins une platine d'ancrage après la rupture des zones fragiles, lesdits moyens d'ancrage de la au moins une platine d'ancrage au support rigide étant configurés pour résister à un moment de force égal à ladite seconde valeur seuil S2 ;
  • la au moins une platine d'ancrage comprend une fente traversante s'étendant de l'avant vers l'arrière de ladite au moins une platine d'ancrage jusqu'à une certaine profondeur sans en atteindre le bord arrière ;
  • la au moins une platine d'ancrage comprend au moins un trou traversant pour recevoir les moyens d'ancrage au support rigide, ledit trou traversant étant connecté à ladite fente.
According to a first aspect, the invention relates to an anchoring system for a guardrail post in a rigid support, said post comprising a front face and a rear face, said system comprising:
  • a post base;
  • at least one anchoring plate to the rigid support;
  • means for anchoring the at least one anchoring plate to the rigid support; wherein said post base is mechanically coupled to said at least one anchor plate by a mechanical coupling, said mechanical coupling being a rigid coupling deformable in rotation under the action of a force F applied to the post having a horizontal component oriented from the front to the rear of the post, said mechanical coupling entering plastic deformation when said horizontal component generates a moment of force M greater than a first threshold value S1 on the anchoring system,
in which,
  • said mechanical coupling is configured to break out by torsion in fragile areas of the mechanical coupling when said horizontal component of the applied force generates a moment of force greater than a second threshold value S2 on the anchoring system, said fragile areas being configured so that the base of the post is completely decoupled from the at least one anchoring plate after the breakage of the fragile zones, said anchoring means of the at least one anchoring plate to the rigid support being configured to withstand a moment of force equal to said second threshold value S2;
  • the at least one anchor plate comprises a through slot extending from the front to the rear of said at least one anchor plate to a certain depth without reaching the rear edge thereof;
  • the at least one anchoring plate comprises at least one through hole for receiving the means for anchoring to the rigid support, said through hole being connected to said slot.

Selon un mode de réalisation avantageux, les moyens d'ancrage de la au moins une platine d'ancrage au support rigide sont configurés pour rester dans leur limite d'élasticité lorsqu'un moment de force égal à ladite seconde valeur seuil S2 est appliqué sur le système d'ancrage.According to an advantageous embodiment, the means for anchoring the at least one anchoring plate to the rigid support are configured to remain within their elastic limit when a moment of force equal to said second threshold value S2 is applied to the anchoring system.

Selon un mode de réalisation avantageux, les zones fragiles du couplage mécanique entre la base de poteau et la au moins une platine d'ancrage comprennent une soudure partielle entre la base de poteau et la au moins une platine d'ancrage.According to an advantageous embodiment, the fragile zones of the mechanical coupling between the post base and the at least one anchoring plate comprise a partial weld between the post base and the at least one anchoring plate.

Selon un mode de réalisation avantageux, les zones fragiles du couplage mécanique entre la base de poteau et la au moins une platine d'ancrage comprennent une zone avec une épaisseur inférieure à celle de la base de poteau et de la platine d'ancrage.According to an advantageous embodiment, the fragile zones of the mechanical coupling between the post base and the at least one anchoring plate comprise a zone with a thickness less than that of the post base and of the anchoring plate.

Selon un mode de réalisation avantageux, le système comprend deux platines d'ancrage latérales disposées autour de la base de poteau, lesdites zones fragiles étant positionnées aux interfaces entre chaque platine d'ancrage latérale et la base de poteau.According to an advantageous embodiment, the system comprises two lateral anchoring plates arranged around the post base, said fragile zones being positioned at the interfaces between each lateral anchoring plate and the post base.

Selon un mode de réalisation avantageux, le système selon l'invention comprend une platine d'ancrage centrale couplée à une base de poteau comprenant deux parties latérales disposées autour de ladite platine d'ancrage centrale, lesdites zones fragiles étant positionnées aux interfaces entre la platine d'ancrage centrale et chacune des deux parties latérales de la base de poteau.According to an advantageous embodiment, the system according to the invention comprises a central anchoring plate coupled to a post base comprising two side parts arranged around said central anchoring plate, said fragile zones being positioned at the interfaces between the plate. anchor and each of the two side parts of the post base.

Selon un mode de réalisation avantageux, ladite fente comprend un bord tangent au trou traversant, ledit bord étant en position médiale par rapport au trou traversant et à une zone fragile du couplage mécanique.According to an advantageous embodiment, said slot comprises an edge tangent to the through hole, said edge being in a position medial with respect to the through hole and to a fragile zone of the mechanical coupling.

Selon un mode de réalisation avantageux, les moyens d'ancrage de la au moins une platine d'ancrage au support rigide comprennent des boulons d'ancrage, lesdits boulons d'ancrage comprenant des vis et des écrous.According to an advantageous embodiment, the means for anchoring the at least one anchoring plate to the rigid support comprise anchor bolts, said anchor bolts comprising screws and nuts.

Selon un mode de réalisation avantageux, les boulons comprennent des rondelles insérées entre les écrous et la au moins une platine d'ancrage.According to an advantageous embodiment, the bolts comprise washers inserted between the nuts and the at least one anchoring plate.

Selon un second aspect, l'invention se rapporte à un poteau ancré dans un support rigide à l'aide d'un système d'ancrage tel que décrit ci-dessus.According to a second aspect, the invention relates to a post anchored in a rigid support using an anchoring system as described above.

Selon un troisième aspect, l'invention se rapporte à une glissière de sécurité ancrée dans un support rigide comprenant une pluralité de poteaux tels que décrits ci-dessus et une pluralité d'éléments horizontaux reliant lesdits poteaux entre eux.According to a third aspect, the invention relates to a safety barrier anchored in a rigid support comprising a plurality of posts as described above and a plurality of horizontal elements connecting said posts to one another.

Brève description des figuresBrief description of the figures

Ces aspects de l'invention et d'autres aspects complémentaires seront expliqués plus en détails au moyen d'exemples et par référence au dessin annexé :

  • La Figure 1 représente un mode de réalisation d'un poteau comprenant une base de poteau et des platines d'ancrage selon un mode de réalisation de l'invention ;
  • La Figure 2 est un agrandissement de la zone d'ancrage du poteau représenté à la Figure 1 ;
  • La Figure 3 représente un mode de réalisation du système d'ancrage selon l'invention comprenant le poteau représenté aux Figures 1&2 sur lequel est appliqué une force d'impact F, juste avant la que la rupture se produise ;
  • La Figure 4 représente le système d'ancrage représenté à la Figure 3 dans lequel la force d'impact F a provoqué la rupture du couplage entre la base de poteau et les platines d'ancrage ;
  • La Figure 5 représente une vue en coupe schématique de la zone d'ancrage du poteau des Figures 1&2 ;
  • La Figure 6 représente une vue en coupe schématique de la zone d'ancrage d'un poteau dans un autre mode de réalisation du système d'ancrage selon l'invention ;
  • La Figure 7 représente une glissière de sécurité comprenant des systèmes d'ancrage selon l'invention ;
These aspects of the invention and other complementary aspects will be explained in more detail by way of examples and with reference to the appended drawing:
  • The Figure 1 shows an embodiment of a post comprising a post base and anchor plates according to an embodiment of the invention;
  • The Figure 2 is an enlargement of the anchoring zone of the column shown in Figure 1 ;
  • The Figure 3 shows an embodiment of the anchoring system according to the invention comprising the post shown in Figures 1 & 2 to which an impact force F is applied, just before the failure occurs;
  • The Figure 4 represents the anchoring system shown in Figure 3 wherein the impact force F has caused the coupling between the post base and the anchor plates to break;
  • The Figure 5 represents a schematic sectional view of the anchoring zone of the column of Figures 1 &2;
  • The Figure 6 represents a schematic sectional view of the anchoring zone of a post in another embodiment of the anchoring system according to the invention;
  • The Figure 7 represents a crash barrier comprising anchoring systems according to the invention;

Les figures ne sont pas dessinées à l'échelle.Figures are not drawn to scale.

Description détaillées de modes de réalisation préférésDetailed description of preferred embodiments

L'invention se rapporte donc à un système d'ancrage pour un poteau 1 de glissière de sécurité dans un support rigide 2, ledit poteau 1 comprenant une face avant la et une face arrière 1b, ledit système d'ancrage comprenant :

  • une base de poteau 3 ;
  • au moins une platine d'ancrage 4 au support rigide 2 ;
  • des moyens d'ancrage de la au moins une platine d'ancrage 4 au support rigide 2 ;
dans lequel ladite base de poteau 3 est couplée mécaniquement à ladite au moins une platine d'ancrage 4 par un couplage mécanique, ledit couplage mécanique étant un couplage rigide déformable en rotation sous l'action d'une force appliquée F sur le poteau 1 ayant une composante horizontale orientée de l'avant vers l'arrière du poteau, ledit couplage mécanique entrant en déformation plastique lorsque ladite composante horizontale génère un moment de force supérieur à une première valeur seuil S1 sur le système d'ancrage,
dans lequel ledit couplage mécanique est configuré pour entrer en rupture par torsion dans des zones fragiles 5a, 5b du couplage mécanique lorsque ladite composante horizontale de la force appliquée génère un moment de force supérieur à une seconde valeur seuil S2 sur le système d'ancrage, lesdites zones fragiles 5a, 5b étant configurées pour que la base du poteau 3 soit totalement découplée de la au moins une platine d'ancrage après la rupture des zones fragiles 5a, 5b, lesdits moyens d'ancrage de la au moins une platine d'ancrage 4 au support rigide 2 étant configurés pour résister à un moment de force égal à ladite seconde valeur seuil S2.The invention therefore relates to an anchoring system for a post 1 of a guardrail in a rigid support 2, said post 1 comprising a front face 1a and a rear face 1b, said anchoring system comprising:
  • a post base 3;
  • at least one anchoring plate 4 to the rigid support 2;
  • means for anchoring the at least one anchoring plate 4 to the rigid support 2;
wherein said post base 3 is mechanically coupled to said at least one anchor plate 4 by a mechanical coupling, said mechanical coupling being a rigid coupling deformable in rotation under the action of a force F applied to the post 1 having a horizontal component oriented from the front to the rear of the post, said mechanical coupling entering plastic deformation when said horizontal component generates a moment of force greater than a first threshold value S1 on the anchoring system,
wherein said mechanical coupling is configured to break through torsion in fragile areas 5a, 5b of the mechanical coupling when said horizontal component of the applied force generates a moment of force greater than a second threshold value S2 on the anchoring system, said fragile zones 5a, 5b being configured so that the base of the post 3 is completely decoupled from the at least one anchoring plate after the rupture of the fragile zones 5a, 5b, said anchoring means of the at least one plate of anchoring 4 to the rigid support 2 being configured to withstand a moment of force equal to said second threshold value S2.

Dans le système d'ancrage selon l'invention, le poteau 1 comprend donc une base de poteau 3 couplée à au moins une platine d'ancrage 4 à l'aide d'un couplage mécanique, ladite au moins une platine d'ancrage 4 étant elle-même couplée au support rigide 2 à l'aide de moyens d'ancrage.In the anchoring system according to the invention, the post 1 therefore comprises a post base 3 coupled to at least one anchoring plate 4 using a mechanical coupling, said at least one anchoring plate 4 itself being coupled to the rigid support 2 by means of anchoring means.

Aux Figures 1 et 2, un mode de réalisation d'un poteau 1 compatible avec le système d'ancrage selon l'invention est représenté. Dans ce mode de réalisation, deux platines d'ancrage latérales 4a, 4b sont couplées mécaniquement à la base de poteau 3 qui est en position médiale par rapport aux deux platines d'ancrage 4a, 4b. Sur ces figures, les platines latérales 4a, 4b sont couplées à la base de poteau 3 par des soudures. Dans d'autres modes de réalisation, les platines latérales 4a, 4b et la base de poteau 3 peuvent être des parties intégrantes d'une même pièce.To the Figures 1 and 2 , an embodiment of a post 1 compatible with the anchoring system according to the invention is shown. In this embodiment, two lateral anchoring plates 4a, 4b are mechanically coupled to the post base 3 which is in a medial position with respect to the two anchoring plates 4a, 4b. In these figures, the side plates 4a, 4b are coupled to the post base 3 by welds. In other embodiments, the side plates 4a, 4b and the post base 3 can be integral parts of the same part.

Les moyens d'ancrage au support rigide 2 de la platine d'ancrage 4 peuvent revêtir différents modes de réalisation. A la Figure 3, les moyens d'ancrage des platines latérales 4a, 4b comprennent des boulons insérés dans des trous traversants 6 percés dans lesdites platines latérales 4a, 4b. Ces boulons comprennent des vis 8 partiellement enfoncées dans le support rigide 2 auquel elles sont fixées par des moyens mécaniques et/ou chimiques. Des écrous 9 sont utilisés pour fermer les boulons au-dessus des platines latérales 4a, 4b. Des rondelles 10 peuvent également être insérées entre les écrous 9 et les platines latérales 4a, 4b.The means for anchoring to the rigid support 2 of the anchoring plate 4 can take on different embodiments. To the Figure 3 , the anchoring means of the side plates 4a, 4b comprise bolts inserted into through holes 6 drilled in said side plates 4a, 4b. These bolts comprise screws 8 partially driven into the rigid support 2 to which they are fixed by mechanical and / or chemical means. Nuts 9 are used to close the bolts above the side plates 4a, 4b. Washers 10 can also be inserted between the nuts 9 and the side plates 4a, 4b.

A la Figure 3, un mode de réalisation du système d'ancrage est donc représenté dans son intégralité. Sur cette figure, le poteau 1 est par ailleurs soumis à une force F comprenant une composante orientée selon un vecteur directeur -x2, c'est-à-dire orientée de la face avant 1a, vers la face arrière 1b du poteau.To the Figure 3 , one embodiment of the anchoring system is therefore shown in its entirety. In this figure, the post 1 is also subjected to a force F comprising a component oriented along a directing vector -x2, that is to say oriented from the front face 1a, towards the rear face 1b of the post.

Cette force génère donc un moment M selon un axe x1 sur le système d'ancrage, et provoque donc la déformation en rotation du couplage mécanique entre les platines latérales 4a, 4b et la base de poteau 3. Dans le mode de réalisation représenté à la Figure 3, les platines latérales 4a, 4b sont conçues de telle manière que les efforts dus à la force F et transmis par la base de poteau 3 génèrent une déformation en torsion de la partie des platines latérales 4a, 4b fixée à la base de poteau 3. Cette déformation est la conséquence d'une rigidité structurale plus importante de la base de poteau 3 par rapport à celle des platines latérales 4a, 4b. Cette différence de rigidité structurale peut avoir pour origine l'utilisation de matériaux de qualités différentes pour les platines latérales 4a, 4b et la base de poteau 3. Elle peut également être une conséquence de la forme de ces éléments ou d'une différence d'épaisseur entre eux. A la Figure 3, les platines latérales 4a, 4b comprennent une fente 7, qui s'étend du bord avant vers l'arrière de chaque platine latérale 4a, 4b jusqu'à une certaine profondeur sans en atteindre le bord arrière. Cette fente 7 affaiblit structuralement les platines latérales 4a, 4b qui sont alors plus facilement déformables en torsion lorsqu'un moment M est appliqué sur le système d'ancrage.This force therefore generates a moment M along an axis x1 on the anchoring system, and therefore causes the rotational deformation of the mechanical coupling between the side plates 4a, 4b and the post base 3. In the embodiment shown in Figure 3 , the side plates 4a, 4b are designed in such a way that the forces due to the force F and transmitted by the post base 3 generate a torsional deformation of the part of the side plates 4a, 4b fixed to the post base 3. This deformation is the consequence of a greater structural rigidity of the post base 3 compared to that of the side plates 4a, 4b. This difference in structural rigidity can originate from the use of materials of different qualities for the side plates 4a, 4b and the post base 3. It can also be a consequence of the shape of these elements or of a difference in thickness between them. To the Figure 3 , the side plates 4a, 4b include a slot 7 which extends from the front edge towards the rear of each side plate 4a, 4b to a certain depth without reaching the rear edge thereof. This slot 7 structurally weakens the side plates 4a, 4b which are then more easily deformable in torsion when a moment M is applied to the anchoring system.

La déformation des platines 4a, 4b est représentée à la Figure 3. Une telle déformation est observable lorsque le moment M généré par la force F a une valeur suffisamment élevée. Par ailleurs, lorsque la valeur du moment M devient supérieure à une première valeur seuil S1, le couplage mécanique entre les platines 4a, 4b et la base de poteau 3 entre en déformation plastique. Cette déformation plastique en torsion est responsable d'une importante dissipation d'énergie dans le système d'ancrage et permet donc d'évacuer une partie de l'énergie cinétique du véhicule, et d'en réduire donc sa vitesse au moment de l'impact.The deformation of the plates 4a, 4b is shown on Figure 3 . Such a deformation is observable when the moment M generated by the force F has a sufficiently high value. Moreover, when the value of the moment M becomes greater than a first threshold value S1, the mechanical coupling between the plates 4a, 4b and the post base 3 enters into plastic deformation. This plastic deformation in torsion is responsible for a significant dissipation of energy in the anchoring system and therefore makes it possible to evacuate part of the kinetic energy of the vehicle, and therefore to reduce its speed at the time of the impact.

Si la collision entre le véhicule et la glissière de sécurité est telle que la force F engendre un moment M ayant une valeur supérieure à une valeur seuil S2 sur le système d'ancrage, le couplage mécanique entre les platines latérales 4a, 4b et la base de poteau entre une rupture dans des zones fragiles 5a, 5b dudit couplage mécanique. Cette rupture par torsion se produit lorsque la déformation plastique en torsion dans les platines latérales 4a, 4b atteint un certain de niveau au-delà duquel la contrainte pour continuer à déformer plastiquement les platines latérales 4a, 4b devient trop élevée à supporter pour les zones fragiles 5a, 5b, qui entrent alors en rupture. Cette rupture permet donc de limiter les efforts transmis par les moyens d'ancrage des platines latérales 4a, 4b au support rigide 2 à une valeur maximale. De cette manière, le support rigide 2 est préservé des endommagements qui peuvent survenir en cas d'efforts excessifs générés par les moyens d'ancrage des platines latérales 4a, 4b. La valeur seuil S2 du moment avant rupture, qui est donc directement liée aux efforts maximaux transmis par les moyens d'ancrage au support rigide 2 avant rupture, peut être modulée suivant les propriétés de résistance mécanique à la rupture des zones fragiles 5a, b. Les zones fragiles 5a, 5b sont par ailleurs configurées pour que leur rupture provoque un découplage total entre la base de poteau 3 et les platines latérales 4a, 4b. Ainsi, ces zones fragiles 5a, 5b sont avantageusement localisées sur l'ensemble de l'interface entre la base de poteau 3 et les platines latérales 4a, 4b de manière à ce que l'issue du processus de rupture, les platines latérales 4a, 4b et la base de poteau 3 soient devenues des entités distinctes.Ces zones fragiles 5a, 5b peuvent être réalisées de différentes manières. Aux Figures 1-4, les zones fragiles 5a, 5b correspondent à une soudure entre les platines latérales 4a, 4b et la base de poteau 3. Cette soudure peut être une soudure partielle, c'est-à-dire une soudure ne s'étendant pas sur toute l'épaisseur de l'interface platines latérales - base de poteau, en vue d'obtenir une valeur seuil adéquate S2 pour le moment M. Lorsque les platines latérales 4a, 4b et la base de poteau 3 sont des parties intégrantes d'une unique pièce, les zones fragiles 5a, 5b peuvent correspondre à des zones de plus faible épaisseur par rapport à l'épaisseur des platines latérales 4a, 4b et de la base de poteau 3.If the collision between the vehicle and the guardrail is such that the force F generates a moment M having a value greater than a threshold value S2 on the anchoring system, the mechanical coupling between the side plates 4a, 4b and the base pole between a break in fragile areas 5a, 5b of said mechanical coupling. This torsional breakage occurs when the plastic torsional deformation in the side plates 4a, 4b reaches a certain level beyond which the stress to continue to plastically deform the side plates 4a, 4b becomes too high to bear for the fragile areas. 5a, 5b, which then break. This break therefore makes it possible to limit the forces transmitted by the anchoring means of the side plates 4a, 4b to the rigid support 2 to a maximum value. In this way, the rigid support 2 is preserved from the damage which may occur in the event of excessive forces generated by the anchoring means of the side plates 4a, 4b. The threshold value S2 of the moment before rupture, which is therefore directly linked to the maximum forces transmitted by the anchoring means to the rigid support 2 before rupture, can be modulated according to the properties of mechanical resistance to rupture of the fragile zones 5a, b. The fragile zones 5a, 5b are moreover configured so that their rupture causes a total decoupling between the post base 3 and the side plates 4a, 4b. Thus, these fragile zones 5a, 5b are advantageously located on the whole of the interface between the post base 3 and the side plates 4a, 4b so that the end of the breaking process, the side plates 4a, 4b and the post base 3 have become separate entities. These fragile areas 5a, 5b can be made in different ways. To the Figures 1-4 , the fragile areas 5a, 5b correspond to a weld between the side plates 4a, 4b and the post base 3. This weld can be a partial weld, that is to say a weld that does not extend over the entire length. 'thickness of the side plates - post base interface, in order to obtain an adequate threshold value S2 for the moment M. When the side plates 4a, 4b and the post base 3 are integral parts of a single piece , the fragile zones 5a, 5b may correspond to zones of smaller thickness compared to the thickness of the side plates 4a, 4b and of the post base 3.

Cette rupture aboutit à un découplage total entre les platines latérales 4a, 4b et la base de poteau 3. Le poteau est donc totalement désolidarisé du support rigide 2 à l'issue du processus de rupture. Un tel découplage total, représenté à la Figure 4, permet donc d'éviter des interactions entre la glissière de sécurité et le véhicule qui pourraient avoir des effets indésirables sur la stabilité de ce dernier. Pour une valeur seuil S2 donnée, l'angle maximal de déflection α que le poteau 1 peut supporter avant que le couplage mécanique entre en rupture peut être modulé suivant les propriétés de déformation mécanique dudit couplage. Dans le mode de réalisation représenté aux Figures 1-4, cet angle maximal de déflection α est principalement gouverné par la rigidité structurale en torsion des platines latérales 4a, 4b, qui dépend du matériau utilisé, de l'épaisseur des platines ainsi que de l'emplacement exact et la profondeur de la fente 7. Dans le mode de réalisation représenté aux Figures 1-4, il a pu être observé que la diminution de la rigidité structurale en torsion de par la présence de la fente 7 dans les platines latérales, combinée à la modulation de la valeur d'effort de rupture par torsion des zones fragiles 5a, 5b, permettait d'obtenir une dissipation d'énergie dans la déformation plastique du couplage mécanique sensiblement égale à la dissipation d'énergie dans les systèmes d'ancrage à fusibles de l'art antérieur, mais ce pour une valeur d'efforts transmis au support rigide 2 deux fois moins importante que celle observée pour ces systèmes de l'art antérieur. Par conséquent, à niveau égal d'énergie dissipée lors d'un impact, le système d'ancrage selon l'invention permet une bien meilleure préservation du support rigide 2, ce qui est fortement appréciable dans les ouvrages d'art de génie civil.This rupture results in total decoupling between the side plates 4a, 4b and the post base 3. The post is therefore completely detached from the rigid support 2 at the end of the breaking process. Such a total decoupling, shown in Figure 4 , therefore makes it possible to avoid interactions between the guardrail and the vehicle which could have undesirable effects on the stability of the latter. For a given threshold value S2, the maximum deflection angle α that the post 1 can withstand before the mechanical coupling breaks can be modulated according to the mechanical deformation properties of said coupling. In the embodiment shown in Figures 1-4 , this maximum deflection angle α is mainly governed by the structural torsional rigidity of the side plates 4a, 4b, which depends on the material used, the thickness of the plates as well as the exact location and depth of the slot 7. In the embodiment shown in Figures 1-4 , it could be observed that the reduction in the structural torsional rigidity due to the presence of the slot 7 in the side plates, combined with the modulation of the value of the breaking force by torsion of the fragile zones 5a, 5b, allowed to obtain an energy dissipation in the plastic deformation of the mechanical coupling substantially equal to the energy dissipation in the anchoring systems with fuses of the prior art, but this for a value of forces transmitted to the rigid support 2 two times less than that observed for these systems of the prior art. Therefore, at an equal level of energy dissipated during an impact, the anchoring system according to the invention allows much better preservation of the rigid support 2, which is highly appreciable in civil engineering structures.

En vue d'atteindre cette rupture du couplage mécanique bien nette dans les zones fragiles 5a, 5b, il est important que les moyens d'ancrage des platines 4a, 4b au support rigide 2 puissent supporter les efforts générés par la valeur S2 du moment M. En effet, les moyens d'ancrage, qui comprennent typiquement des boulons d'ancrage, tels que représentés aux Figures 3-4, doivent résister pour que le découplage se produise au niveau des zones fragiles 5. L'absence de rupture ou de déchirure des vis et écrous d'ancrage sous l'action du moment de force M égal à S2 permet en effet de garantir un découplage total du poteau 1 par la rupture des zones fragiles 5a, 5b. Cette résistance suffisante des moyens d'ancrage permet également d'empêcher les interactions imprévisibles entre ceux-ci et le support rigide 2, qui pourraient lui être délétères. Les moyens d'ancrage, qui comprennent donc typiquement des boulons d'ancrage, doivent par conséquent avoir des propriétés de résistance mécanique suffisantes pour supporter les efforts qu'ils doivent transmettre au support rigide 2 jusqu'à une valeur S2 du moment de force. Dans un mode de réalisation avantageux, les moyens d'ancrage sont conçus et dimensionnés pour rester dans leur limite d'élasticité jusqu'à la valeur S2 du moment de force provoquant la rupture des zones fragiles 5a, 5b. Cela signifie que les différents éléments constituant les moyens d'ancrage subissent seulement des déformations élastiques, sans entrer en plasticité donc, pour des valeurs d'effort transmis lors de la rupture du couplage mécanique. De cette manière, l'intégrité des moyens d'ancrage est totalement préservée à l'issue du processus de rupture du couplage mécanique entre les platines latérales 4a, 4b et la base de poteau 3. Par conséquent, suite à un accident destructeur pour le poteau 1, ces moyens d'ancrage peuvent être réutilisés pour ancrer un nouveau poteau 1 remplaçant le précédent dans le support rigide 2.In order to achieve this clear break in the mechanical coupling in the fragile areas 5a, 5b, it is important that the means for anchoring the plates 4a, 4b to the rigid support 2 can withstand the forces generated by the value S2 of the moment M Indeed, the anchoring means, which typically comprise anchor bolts, as shown in Figures 3-4 , must resist for decoupling to occur in fragile areas 5. The absence of breakage or tearing of the anchoring screws and nuts under the action of the moment of force M equal to S2 makes it possible to guarantee decoupling total of post 1 by breaking fragile areas 5a, 5b. This sufficient strength of the anchoring means also makes it possible to prevent unpredictable interactions between them and the rigid support 2, which could be harmful to it. The anchoring means, which therefore typically comprise anchor bolts, must consequently have sufficient mechanical strength properties to withstand the forces which they must transmit to the rigid support 2 up to a value S2 of the moment of force. In an advantageous embodiment, the anchoring means are designed and dimensioned to remain within their elastic limit up to the value S2 of the moment of force causing the breakage of the fragile zones 5a, 5b. This means that the various elements constituting the anchoring means only undergo elastic deformations, without therefore becoming plastic, for the force values transmitted during the rupture of the mechanical coupling. In this way, the integrity of the anchoring means is completely preserved at the end of the process of breaking the mechanical coupling between the side plates 4a, 4b and the post base 3. Consequently, following a destructive accident for the post 1, these anchoring means can be reused to anchor a new post 1 replacing the previous one in the rigid support 2.

La Figure 5 est une vue en coupe schématique de la zone d'ancrage d'un poteau 1 selon un mode de réalisation de l'invention. Les platines latérales 4a, 4b sont donc couplées à la base de poteau 3 qui est en position centrale. Les zones fragiles 5a, 5b du couplage mécanique sont situées aux interfaces entre la base de poteau 3 et les platines latérales 4a, 4b. Comme déjà expliqué plus haut, dans les modes de réalisation exposés aux Figures 1-4, les zones fragiles 5a, 5b sont des soudures, éventuellement partielles, entre les platines latérales 4a, 4b et la base de poteau 3. Dans d'autres modes de réalisation, lorsque les platines latérales 4a, 4b et la base de poteau 3 sont des parties intégrantes d'une même pièce elle peut être une zone avec une épaisseur réduite. Les parties 31 et 32 représentent les parois avant et arrière du poteau 1 qui sont ancrées sur sa base 3.The Figure 5 is a schematic sectional view of the anchoring zone of a post 1 according to one embodiment of the invention. The side plates 4a, 4b are therefore coupled to the post base 3 which is in the central position. The fragile zones 5a, 5b of the mechanical coupling are located at the interfaces between the post base 3 and the side plates 4a, 4b. As already explained above, in the embodiments exposed to Figures 1-4 , the fragile areas 5a, 5b are welds, possibly partial, between the side plates 4a, 4b and the post base 3. In other embodiments, when the side plates 4a, 4b and the post base 3 are integral parts of the same part it can be a zone with a reduced thickness. Parts 31 and 32 represent the front and rear walls of post 1 which are anchored to its base 3.

La Figure 6 est une vue en coupe schématique de la zone d'ancrage d'un poteau 1 selon un autre mode de réalisation. Dans celui-ci, les platines latérales 4a, 4b sont remplacées par une unique platine centrale 4 couplée à une base de poteau en deux parties latérales 3a et 3b. Une zone fragile 5a, 5b se trouve à chaque interface entre la base de poteau en deux parties 3a, 3b et la platine centrale 4. La platine centrale 4 comprend avantageusement deux trous traversants 6 pour recevoir les moyens d'ancrage au support rigide 2. Des modes de réalisation avec un seul trou traversant dans la platine centrale 4 peuvent également être envisagés. Les parties 31a, 32a et 31b, 32b représentent les parois avant et arrière du poteau 1 qui sont ancrées sur les parties latérales 3a et 3b de la base de poteau. Ce qui a été dit plus haut au sujet des modes de réalisation comprenant une base de poteau centrale 3 et des platines d'ancrage latérales 4a, 4b est directement transposable ce mode de réalisation comprenant une unique platine d'ancrage centrale 4 et une base de poteau en deux parties latérales 3a et 3b.The Figure 6 is a schematic sectional view of the anchoring zone of a post 1 according to another embodiment. In this, the side plates 4a, 4b are replaced by a single central plate 4 coupled to a post base in two side parts 3a and 3b. A fragile zone 5a, 5b is located at each interface between the post base in two parts 3a, 3b and the central plate 4. The central plate 4 advantageously comprises two through holes 6 to receive the means for anchoring to the rigid support 2. Embodiments with a single through hole in the central plate 4 can also be envisaged. The parts 31a, 32a and 31b, 32b represent the front and rear walls of the post 1 which are anchored to the side parts 3a and 3b of the post base. What has been said above about the embodiments comprising a central post base 3 and lateral anchoring plates 4a, 4b can be directly transposed this embodiment comprising a single central anchoring plate 4 and a base of post in two lateral parts 3a and 3b.

Comme discuté plus haut, au moins une fente 7 est avantageusement usinée dans les platines d'ancrage 4, 4a, 4b. Cette fente est avantageusement traversante selon un axe x3, à travers l'épaisseur de la platine donc, et elle s'étend selon un axe x2, du bord avant de la platine jusqu'à une certaine profondeur vers l'arrière, sans atteindre le bord arrière. Cette fente 7 permet de réduire la rigidité structurale de la platine en torsion. Comme représenté aux Figures 5-6, la fente 7 est avantageusement connectée au trou traversant 6 utilisé pour ancrer la platine au support rigide 2. Cette configuration s'est en effet révélée intéressante car il a pu être observé qu'en cas d'impact d'un véhicule sur les rails d'une glissière de sécurité, les différents poteaux 1 impliqués dans l'amortissement du choc sont soumis à des efforts différents. En effet, par exemple dans le cas de choc violent, un moment de rupture S2 est généré sur certains poteaux 1 particulièrement exposés au choc et entraine donc leur découplage du support rigide 2. Cependant, il a pu être observé que ce moment de rupture S2 n'est pas nécessairement atteint pour l'ensemble des poteaux 1 impliqués dans la collision. De par la rigidité des rails de la glissière de sécurité, des poteaux 1 relativement éloignés de l'endroit du choc peuvent en effet être impliqués dans l'amortissement du véhicule. Pour ces poteaux 1 qui ne sont pas soumis à un moment S2, le découplage par rupture des zones fragiles 5a, 5b ne peut donc se produire. Il a cependant pu être observé qu'il était souhaitable que ces poteaux se découplent malgré tout du support rigide 2, pour éviter des interactions entre la glissière de sécurité et le véhicule ayant potentiellement des effets indésirables sur la stabilité de ce dernier. Sur ces poteaux 1 pour lesquels le moment de rupture S2 n'est pas atteint, la présence de la fente 7 connectée au trou traversant offre une possibilité supplémentaire d'obtenir un découplage entre le poteau 1 et le support rigide 2. Sous l'action de certains efforts, les platines 4, 4a, 4b peuvent en effet se déformer de manière à élargir la largeur de la fente 7 et à permettre le passage de la vis d'ancrage 8 à travers celle-ci. Le découplage entre le poteau 1 et le substrat rigide 2 est alors obtenu par un mouvement de translation selon l'axe x2 de la base de poteau 3 toujours couplée aux platines d'ancrage 4, 4a, 4b. Il a ainsi pu être observé que ce mode de découplage était parfois sollicité préférentiellement par rapport au mode de découplage par rupture en torsion des zones fragiles 5a, 5b, dans le cas d'une force d'impact orientée purement selon l'axe x2, mais insuffisante pour générer un moment de force M supérieur à la valeur seuil S2. En cas de composante latérale de la force d'impact F, selon l'axe x1 donc, c'est par ailleurs à nouveau le mode de découplage par rupture en torsion des zones fragiles 5a, 5b qui est prédominant. La connexion de la fente 7 au trou traversant 6 des platines d'ancrage 4, 4a, 4b rajoute donc une possibilité de découplage entre le poteau 1 et le support rigide 2 qui se révèle être utile au moins pour certains types de collision, en vue de la préservation du support rigide 2.As discussed above, at least one slot 7 is advantageously machined in the anchor plates 4, 4a, 4b. This slot is advantageously through along an axis x3, through the thickness of the plate therefore, and it extends along an axis x2, from the front edge of the plate to a certain depth towards the rear, without reaching the bottom. rear edge. This slot 7 makes it possible to reduce the structural rigidity of the plate in torsion. As shown in Figures 5-6 , the slot 7 is advantageously connected to the through hole 6 used to anchor the plate to the rigid support 2. This configuration has indeed proved to be advantageous because it has been observed that in the event of an impact of a vehicle on the rails of a crash barrier, the different posts 1 involved in the shock absorption are subjected to different forces. Indeed, for example in the case of a violent impact, a breaking moment S2 is generated on certain posts 1 particularly exposed to the impact and therefore causes their decoupling from the rigid support 2. However, it has been observed that this breaking moment S2 is not necessarily reached for all posts 1 involved in the collision. Due to the rigidity of the rails of the guardrail, posts 1 relatively far from the place of the impact may in fact be involved in the damping of the vehicle. For these posts 1 which are not subjected to a moment S2, decoupling by rupture of the fragile zones 5a, 5b cannot therefore occur. It has, however, been observed that it was desirable for these posts to be decoupled despite everything from the rigid support 2, to avoid interactions between the guardrail and the vehicle potentially having undesirable effects on the stability of the latter. On these posts 1 for which the breaking moment S2 is not reached, the presence of the slot 7 connected to the through hole offers an additional possibility of obtaining a decoupling between the post 1 and the rigid support 2. Under the action with certain efforts, the plates 4, 4a, 4b can indeed deform so as to widen the width of the slot 7 and to allow the passage of the anchor screw 8 therethrough. The decoupling between the post 1 and the rigid substrate 2 is then obtained by a translational movement along the x2 axis of the post base 3 still coupled to the anchor plates 4, 4a, 4b. It has thus been observed that this mode of decoupling was sometimes preferentially requested compared to the mode of decoupling by torsional breakage of the fragile zones 5a, 5b, in the case of an impact force oriented purely along the axis x2, but insufficient to generate a moment of force M greater than the threshold value S2. In the event of a lateral component of the impact force F, along the axis x1 therefore, it is also again the mode of decoupling by breaking in torsion of the fragile zones 5a, 5b which is predominant. The connection of the slot 7 to the through hole 6 of the anchor plates 4, 4a, 4b therefore adds a possibility of decoupling between the post 1 and the rigid support 2 which proves to be useful at least for certain types of collision, in view of preservation of the rigid support 2.

Aux Figures 5-6, chaque fente 7 connectée à un trou traversant 6 d'une platine d'ancrage 4, 4a, 4b comprend avantageusement un bord 7a, 7b s'étendant selon un axe 11a, 11b parallèle à x2 et tangent au trou traversant 6. Par ailleurs, l'axe 11a, 11b est en position médiale par rapport à la zone fragile 5a, 5b du couplage mécanique et le trou traversant 6. Par position médiale, on entend que l'axe 11a, 11b, en plus d'être tangent au trou traversant 6, est situé entre le trou traversant 6 et la zone fragile 5a, 5b. En d'autres termes encore, le bord 7a, 7b de la fente 7 s'étend selon un axe 11 qui est parallèle à x2 et tangent au trou 6 du côté de la zone fragile 5a, 5b. De cette manière, la fente 7, en général plus étroite que le trou traversant 6, est connectée au trou traversant 6 tout en étant décalée vers la zone fragile 5a, 5b par rapport au centre du trou traversant 6. Cette configuration pour les platines d'ancrage 4, 4a, 4b s'est révélée particulièrement avantageuse. En effet, lors de la déformation du couplage mécanique entre les platines d'ancrage 4, 4a, 4b et la base de poteau 3, 3a, 3b sous l'action d'un moment de force M, la majeure partie de la déformation observable est assurée par la partie des platines d'ancrage 4, 4a, 4b se trouvant entre l'axe 11 du bord 7a, 7b et la zone fragile 5a, 5b, tel que représenté à la Figure 3. En positionnant le bord 7a, 7b de la fente 7, connectée au trou traversant 6, tangentiellement à ce trou, on empêche l'apparition d'un bras de levier généré par la partie déformée de la platine contre les moyens d'ancrage de la platine au support rigide 2, c'est-à-dire la vis 8 et écrou 9 représentés aux Figures 3-4. La présence d'un tel bras de levier serait en effet une cause potentielle d'endommagement pour ces moyens d'ancrage, ce qui pourrait les empêcher d'être réutilisés par la suite pour l'ancrage d'un nouveau poteau 1.To the Figures 5-6 , each slot 7 connected to a through hole 6 of an anchor plate 4, 4a, 4b advantageously comprises an edge 7a, 7b extending along an axis 11a, 11b parallel to x2 and tangent to the through hole 6. Furthermore , the axis 11a, 11b is in a medial position with respect to the fragile zone 5a, 5b of the mechanical coupling and the through hole 6. By medial position is meant that the axis 11a, 11b, in addition to being tangent to the through hole 6, is located between through hole 6 and fragile area 5a, 5b. In other words, the edge 7a, 7b of the slot 7 extends along an axis 11 which is parallel to x2 and tangent to the hole 6 on the side of the fragile zone 5a, 5b. In this way, the slot 7, generally narrower than the through hole 6, is connected to the through hole 6 while being offset towards the fragile zone 5a, 5b with respect to the center of the through hole 6. This configuration for the anchor plates 4, 4a , 4b has proved to be particularly advantageous. Indeed, during the deformation of the mechanical coupling between the anchor plates 4, 4a, 4b and the post base 3, 3a, 3b under the action of a moment of force M, most of the observable deformation is provided by the part of the anchoring plates 4, 4a, 4b located between the axis 11 of the edge 7a, 7b and the fragile zone 5a, 5b, as shown in Figure 3 . By positioning the edge 7a, 7b of the slot 7, connected to the through hole 6, tangentially to this hole, the appearance of a lever arm generated by the deformed part of the plate against the anchoring means of the plate is prevented. plate to the rigid support 2, that is to say the screw 8 and nut 9 shown in Figures 3-4 . The presence of such a lever arm would indeed be a potential cause of damage to these anchoring means, which could prevent them from being reused subsequently for anchoring a new post 1.

La Figure 7 représente une glissière de sécurité comprenant des poteaux 1 ancrés à un support rigide 2, qui est ici une longrine en béton ou en métal, à l'aide d'un système d'ancrage tel que décrit plus haut. Des éléments horizontaux, les tubes 12 relient entre eux différents poteaux 1.The Figure 7 shows a safety barrier comprising posts 1 anchored to a rigid support 2, which is here a concrete or metal sill, using an anchoring system as described above. Horizontal elements, the tubes 12 interconnect different posts 1.

Claims (11)

  1. Anchoring system for a guardrail post (1) in a rigid bracket (2), said post (1) comprising a front face (1a) and a back face (1b), said system comprising:
    - a post base (3);
    - at least one plate (4, 4a, 4b) for anchoring to the rigid bracket (2);
    - anchoring means (8, 9, 10) of the at least one plate (4, 4a, 4b) for anchoring to the rigid bracket (2); wherein said post base (3) is coupled mechanically with said at least one anchoring plate (4, 4a, 4b) through a mechanical coupling, said mechanical coupling being a rigid coupling which is deformable when rotated under the action of a force F applied on the post (1), having an horizontal component oriented from the front to the back of the post, said mechanical coupling getting plastically deformed when said horizontal component generates a force moment M greater than a first threshold value S1 on the anchoring system,
    characterized in that
    - said mechanical coupling is configured to get broken by torsion in fragile areas (5a, 5b) of the mechanical coupling when said horizontal component of the applied force generates a force moment greater than a second threshold value S2 on the anchoring system, the fragile areas (5a, 5b) being configured so that the post (3) is completely decoupled from the at least one anchoring plate (4, 4a, 4b) after breakage of the fragile areas (5a, 5b), said anchoring means (8, 9, 10) of the at least one plate (4, 4a, 4b) for anchoring to the rigid bracket (2) being configured to resist to a force moment equal to said second threshold value S2;
    - the at least one anchoring plate (4, 4a, 4b) comprises a through slot (7) extending from the front to the back of said at least one anchoring plate (4, 4a, 4b) up to some depth without reaching the back edge thereof;
    - the at least one anchoring plate (4, 4a, 4b) comprises at least one through hole (6) to receive the means (8, 9, 10) for anchoring to the rigid bracket (2), said through hole (6) being connected to said slot (7).
  2. Anchoring system according to claim 1, wherein anchoring means (8, 9, 10) of the at least one plate (4, 4a, 4b) for anchoring to the rigid bracket (2) are configured to stay within their elastic limit when a force moment greater than a second threshold value S2 is applied on the anchoring system.
  3. Anchoring system according to any of the preceding claims, wherein the fragile areas (5a, 5b) of the mechanical coupling between the post base (3) and the at least one anchoring plate comprise a partial weld between the post base (3) and the at least one anchoring plate (4, 4a, 4b) .
  4. Anchoring system according to any of the claims 1 and 2, wherein the fragile areas (5a, 5b) of the mechanical coupling between the post base (3) and the at least one anchoring plate (4, 4a, 4b) comprise an area having a thickness less than that of the post base (3) and of the anchoring plate (4, 4a, 4b).
  5. Anchoring system according to any of the preceding claims, comprising two side anchoring plates (4a, 4b) arranged around the post base (3), said fragile areas being arranged at the interfaces between each side anchoring plate ((4a, 4b) and the post base (3).
  6. Anchoring system according to any of the claims 1 to 4, comprising a central anchoring plate (4) coupled with a post base having two side portions (3a, 3b) arranged around said central anchoring plate (4), said fragile areas (5a, 5b) being arranged at the interfaces between the central anchoring plate (4) and each of the two side portions (3a, 3b) of the post base.
  7. Anchoring system according to any of the preceding claims, wherein said slot (7) comprises an edge (7a, 7b) tangent to the through hole (6), said edge (7a, 7b) being in a medial position with respect to the through hole (6) and a fragile area (5a, 5b) of the mechanical coupling.
  8. Anchoring system according to any of the preceding claims, wherein the anchoring means of the at least one plate (4, 4a, 4b) for anchoring to the rigid bracket (2) comprise anchoring bolts, said anchoring bolts comprising screws (8) und nuts (9).
  9. Anchoring system according to claim 8, wherein the bolts comprise washers (10) inserted between the nuts and the at least one anchoring plate (4, 4a, 4b).
  10. Post anchored in a rigid bracket (2) by means of a anchoring system according to any of the claims 1 to 9.
  11. Guardrail anchored in a rigid bracket (2) comprising a plurality of posts (1) according to claim 10 and a plurality of horizontal elements (12) connecting said posts (1) to each other.
EP18207173.8A 2017-11-20 2018-11-20 Anchoring system for a guardrail post Active EP3486375B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
BE2017/5848A BE1025272B1 (en) 2017-11-20 2017-11-20 ANCHORING SYSTEM FOR A SECURITY SLIDE POST

Publications (2)

Publication Number Publication Date
EP3486375A1 EP3486375A1 (en) 2019-05-22
EP3486375B1 true EP3486375B1 (en) 2021-03-03

Family

ID=60673057

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18207173.8A Active EP3486375B1 (en) 2017-11-20 2018-11-20 Anchoring system for a guardrail post

Country Status (3)

Country Link
EP (1) EP3486375B1 (en)
BE (1) BE1025272B1 (en)
ES (1) ES2875771T3 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021080441A1 (en) * 2019-10-22 2021-04-29 Holmes Solutions Limited Partnership A mounting element
CN218116257U (en) * 2021-09-30 2022-12-23 山东奥邦机械设备制造有限公司 Guide guardrail and device
BE1030292B1 (en) 2022-02-23 2023-09-19 Van Eycken Metal Construction Bvba ANCHOR SYSTEM WITH REDUCED FORCE TRANSMISSION FOR A METAL VEHICLE-RETAINING CONSTRUCTION AND A STRUCTURE COMPOSED WITH IT
BE1030291B1 (en) 2022-02-23 2023-09-19 Van Eycken Metal Construction Bvba ANCHOR SYSTEM INCLUDING A SUPPORT FOOT FOR A METAL VEHICLE-RETAINING CONSTRUCTION AND A STRUCTURE COMPOSED THEREWITH
EP4234815A1 (en) 2022-02-23 2023-08-30 Van Eycken Metal Construction BV Anchoring system for a metal vehicle deflection structure and a construction made up of these
CN115323961B (en) * 2022-07-11 2024-03-19 泉州装备制造研究所 Road safety guard rail

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2293860B1 (en) 2007-10-01 2009-02-01 Hierros Y Aplanaciones, S.A. (Hiasa) DIRECT FUSE ANCHOR SYSTEM FOR SUPPORT POST OF A SAFETY OR PRETIL BARRIER ON A RIGID GROUND.
JP5302028B2 (en) * 2009-02-04 2013-10-02 積水樹脂株式会社 Protective fence
US8235359B2 (en) * 2009-10-27 2012-08-07 Barrier Systems, Inc. Vehicle crash attenuator apparatus
AU2013234430B1 (en) * 2013-09-30 2014-04-10 Safe Direction Pty Ltd Post assembly

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
BE1025272B1 (en) 2019-01-03
ES2875771T3 (en) 2021-11-11
EP3486375A1 (en) 2019-05-22

Similar Documents

Publication Publication Date Title
EP3486375B1 (en) Anchoring system for a guardrail post
EP0802100B1 (en) Railway vehicle with a driverscompartment having an energy absorbing structure with progressive deformation
CH631770A5 (en) SAFETY DEVICE FOR ROAD TRAFFIC.
WO2008087346A2 (en) Support mount for an impact-absorbing system intended to be mounted at the end of a motor vehicle side member
FR2897812A1 (en) Body shell element e.g. hood, support e.g. grille support, for motor vehicle, has stop located at height higher than beam of bumper of vehicle, and crushed in case of impact of pedestrian against body shell element in direction of stop
EP3077274B2 (en) Impact absorbing structure for a motor vehicle
EP2643192B1 (en) Energy absorption device with fibres embedded in a plastic material, and associated front face
EP1391558A1 (en) Road security barrier comprising deformable spacers
EP0999310B1 (en) Guardrails for roadways, comprising two superimposed rails with differential penetration resistance
EP1981738B1 (en) Wing support for motor vehicle
EP1533423B1 (en) Method for shock absorbing on a road barrier and barrier therefor
FR3092309A1 (en) ELECTRIC VEHICLE WITH REINFORCED FRONT STRUCTURE TO SWITCH IN THE EVENT OF A FRONTAL IMPACT WITH LOW COVER
EP0604277B1 (en) Guide rails with indeformable supports and at least one horizontal deformable continuous guide member
EP1767701A1 (en) Method for absorbing an impact against a road safety barrier and safety barrier implemented accordingly
WO2016092013A1 (en) Paraseismic isolation device and assembly comprising a nuclear reactor and the paraseismic isolation device
EP2981651B1 (en) Support and protection barrier for retaining a moving object
FR2925079B1 (en) DEVICE FOR FIXING A POLE ON A CONCRETE MASSIVE
EP3009305B1 (en) Automobile bumper beam
EP1997694A1 (en) Vehicle comprising a support equipped with a stopper absorbing the energy from a crash
EP4334533A1 (en) Rail for automatic barrier
FR2885146A1 (en) Panel fixation device for e.g. road construction, has arms with ends respectively fixed to support side bearing plate and panel side panel support, and unit to adjust length of one arm to adjust inclination of panel with respect to support
FR3122377A1 (en) Bumper cross member
EP1606148B1 (en) Body wing
AU2019202712A1 (en) Anchoring System for a Guardrail Post
FR3081423A1 (en) VEHICLE WITH ABSORPTION DEVICE WITH INCREASING IMPACT SURFACE DURING SHOCK.

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20191113

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20200630

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1367331

Country of ref document: AT

Kind code of ref document: T

Effective date: 20210315

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602018013318

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210603

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210604

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210603

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2875771

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20211111

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210703

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210705

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602018013318

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

26N No opposition filed

Effective date: 20211206

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210703

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602018013318

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220601

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20211120

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20181120

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210303

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: LU

Payment date: 20241118

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20241118

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20241115

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20241115

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20241126

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20241126

Year of fee payment: 7

Ref country code: ES

Payment date: 20241203

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20241201

Year of fee payment: 7