FR2785309A1 - SAFETY BARRIER FOR VEHICLE TRAFFIC TRACKS, INCLUDING TWO SUPERIMPOSED TRIMS WITH DIFFERENTIAL PRESSURE RESISTORS - Google Patents

Abstract

The road safety barrier has a spacer (11) between each lower rib (4) of the barrier and each post extension (2) to forma gap between them, so that the upper and lower flanges (9,10) of the barrier are offset from the post extension. Each spacer is in two sections with the section adjacent to the barrier of lower strength than the inner section.

Description

A Safety barrier for vehicle traffic lanes, comprising

  two beams superimposed with differential penetration resistances The traffic lanes are used by very different vehicles, as far as

  concern their dimensions, their weight and their speed.

  This is why the safety barriers are currently poorly suited to the protection of passengers of all vehicles without distinction when these vehicles, involved in a traffic accident, are in distress and suddenly come into contact.

with one of these barriers.

  Safety barriers made of metal rails fixed to vertical supports stuck in the ground are very effective in retaining non-violent passenger vehicles, but their height is precisely adapted to these vehicles, trucks, coaches and

  vehicles with very high ground clearance can tackle these barriers on the ground and pass through

  above, which presents a major risk, which must absolutely be prevented.

  F5 n indeed, when a safety barrier is placed on the central reservation of a motorway for example, it separates the two lanes in the opposite direction of traffic and the entry onto a voic of a heavy vehicle coming from the opposite way can

  cause chain accidents of the highest severity.

  To avoid this at all costs, a longitudinal separating concrete wall is built, the resistance of which is very important and the height of which is greater than that of the metal beams. A real roadblock is thus created, in the hope that in all possible cases, a vehicle with destruction, even a heavyweight, will be prevented from crossing and will be

  on the contrary, maintained on its normal traffic lane.

  Unfortunately, this roadblock poses a mortal risk to the occupants of light vehicles, passenger cars and motorcycles, because by nature such death in bhtln is inclastic

  and its ineltie is so great that these little vehicles crash into it.

  We also set up a different device, comprising two superimposed beams, the lower beam being of the type best suited to small vehicles, while the upper beam, constituted by a very robust profile, is placed at a level such that the small

vehicles do not reach it.

  Very high vehicles, trucks and coaches, strike both rails at the same time

  and are stopped by the quarry as a whole.

  NMbut the goal is to stop the heavier vehicles without fail, the existing barriers are oversized and are therefore heavy and expensive, everything being little

  effective for light vehicles.

  In order to have as standardized a material as possible, we always use the same vertical supports, whether the barriers are with a single beam or with two beams 1 () superposed. As in the first case, the heald is approximately at the level of the top of the supports, vertical risers fixed to the supports are used to receive the topical heald. As it must be very resistant, and therefore heavy, the risers are themselves very robust, and therefore rigid, generally formed by a profile with a fennce section, dc

very thick.

  However, with one of the known safety barriers with two healds, the lower heald, which is intended first of all to hold light vehicles, is fixed directly to the rails, which removes the hilt from its flexible retention power and give him a

  stiffness contrary to safety rules specific to light vehicles.

  2 () UL'ne other known barrier has a structure comprising a very resistant horizontal profile, on which the bottom rail is fixed directly, which gives it the same

  disadvantages than those mentioned above.

  A known barrier has a weight that can reach 87 kilos per linear meter.

  These banners therefore respond adequately to the problem of retaining coaches and trucks but are far too rigid and resistant for light vehicles, so

  that they do not provide the security guarantees expected of them.

  In addition, the heaviness of the various components of these ban-rrières is a serious handicap at least on site, especially since there is no other means of adjusting the eyelash height of the beams, and the natural margins of adaptation are very weak or even zero, which

  ) includes additional installation costs and extensions of site operations.

  The present invention proposes a new solution which makes it possible to make safety barriers with smooth two-sided and having a resistance differential, while not requiring

  than simple assembly work, thanks to simple adjustment means.

  To this end, the subject of the invention is a safety barrier intended to be disposed along the traffic lanes of vehicles, comprising two horizontal rails placed one above the other, the lower rail having a central core and two waves extended rearwards by two divergent wings, and being subjected to vertical supports by means of individual risers to each support, characterized in that it includes spacers which are interposed between the bottom rail and each riser , and which are each fixed on the one hand to the core of the lower beam and on the other to one of the risers, spacers which keep the beam lower at a distance such as the corresponding riser than the end of the wings either away from said carriageway, each spacer comprising two successive parts, the first of which, considered from the area of attachment of the spacer to the web of the stringer , has a lower crush resistance than that of the second part located near the riser. According to other characteristics of the invention, the most prominent part of the upper heald is set back with respect to the most prominent part of the lower heald; 2 the second part of the spacers has increasing resistance towards the corresponding riser; each spacer has a front part to be fixed to the core of the bottom rail, two spacing supports and two lateral pads parallel to the front part and to be fixed to the riser, as well as at least one connecting gusset each support to the corresponding pad each height is formed by a segment of hollow profile before one face r-ontalc which presents a continuous longitudinal opening, linked on the side and on the other side there are planar edges on the outside of which is supported a técarteur, and the inter-icur of which are supported by the fixing parts of the said gapcur '3 the smooth super-cook is constituted by a hollow profile having uillCe rear face which prescntC unllC continuous longitudinal opening, on either side of which find flat edges whose exterior is placed against the front face of the rehllausses and whose

  the interior receives organs for fixing said profile to said extensions.

  The invention will be better understood from the detailed description below given with reference

  in the attached drawing. Of course, the description and the drawing are only given as

  indicative and non-limiting example. I a Figure 1 is a partial schematic overview, in perspective, of a barrier

  security confomre to an embodiment of the invention.

  Figure 2 is a schematic view from that of Figure 1, on a larger scale.

  I a Figure 3 is a schematic view in cross section of the barrier of Figures 1 and

, in normal situation.

  Figure 4 is a schematic cross-sectional view of the barrier of Figures 1 and

  after the bottom boom received a low-power shock.

  L cs Figures 5 and 6 are partial schematic views, respectively in elevation and

  cn horizontal section of the barrier in Figures I and 2.

  FIG. 7 is a partial schematic view in elevation of a barrier according to

  the invention, according to a particular embodiment.

  The 8 ct 9 ligures are partial schematic views, respectively in section

  horizontalc and in vertical section of the barrier of figure 7.

  Referring to the drawing, it can be seen that a safety barrier according to the invention 2'I comprises vertical supports I sunk into the ground and fixed securely, to each of which a riser 2 is fixed and has a front face 3 ( the one that is oriented

  towards the traffic flow) which carries two stacked beams 4 and 5.

  The lower lissc 4 has a profile of any desired type which will not be described in detail here, since the Man of the Trade perfectly complies with the requirements of this structure to ensure the retention of vehicles traveling on a traffic lane that runs along it the barrier.

  Here, the heddle 4 is of the known type having a central core 6 which is longitudinal and planar.

  starting from laqucllc divcrgent two waves 7 and 8 located opposite the circulation voicet and being tmlimated by wings 9 and 10 whose edges 9a and 10a are opposite to the voic

t) clrculaltion.

  Between the risers 2 and the core 6, spacers 11 are interposed, individual to each support-riser assembly and each having a general form of angular Q lying, namely that each has a vertical front face 12, two spacing supports horizontal 13 and 14, and two vertical pads 15 and 16, one 15 extending upwards and the other I (downwards. the spacer 11 is attached to the core 6 of the lower beam 4 by one set

  bolt-nut 17 and secondly to the riser 2.

  On 1-gures 1 to 6, the fixing of each spacer 1 1 on the corresponding extension 2, is carried out by means of welds 18 which bring together the upper and lower edges of the If 'patinls 15 and 16 (placed on the surface) frontal 3 dc la rchaussc 2) ct laditc face frontalc 3. Of course, other welds could be found cn more along the

  vertical edges of these pads 15 and 16, or at this location only.

  The length L of the supports 13 and 14 measured between the plane of the front face 12 and that of the pads 15 and 16 is such that the edges 9_ and 10a of the wings 9 and 10 are distant from the I 5 front face 3 of the riser 2 In Figure 3, we see that the ar; te 9a cst spaced from the front face 3 in a space E. On the support 13 and under the support 14, are welded gussets 20 ct 'I21 which have the shape of a right triangle and which are also welded respectively to the upper shoe

and at the lower shoe 16.

  ?) Lcs gussets 20 and 21 constitute reinforcing ribs, by buttressing

against pads 15 and 16.

  We note that the side of the gussets 20 and 21 welded to the support 13 ct under the support 14 has a length 1 which is roughly equal to half that of the gap 11 and we thus distinguish two successive parts front nile located between the front face 12 and the gussets

  * a rear part located in the gusset area.

  The front part having no reinforcement since Ics gousscts 2 () ct 21, by delineation, nc does not extend over it, has a lower crushing resistance than that of the rear part which, itself, benefits from the reinforcement gousscts 20) ct 2 I. On tigurc 4. we very schematically represent the situation of the barrier of figure 3 after it received a moderate shock, in order to illustrate as simply as possible cctte characteristic of l 'invention. The impact may come from a light vehicle which has struck the barrier at low speed and it is observed that the support I has not been

  inclined and that the shape of waves 7 and 8 of the stringer 4 has not been altered.

  Thus, the retractor 1 I was deformed, but only its front part was stamped, which means that the impact had a force less than the resistance of the rear part.

  the gap 1, due to the reinforcement of the gussets 20 and 21.

  The length l of the spacers 11 is such that at the origin, the most prominent part of the stringer 5, namely the top of the curve formed by its front face, is withdrawn from the most prominent part of the waves 7 and 8, namely the top of the waves (es 7 and S. Here, this

  shrinkage is equal to the distance D visible in Figure 3.

  Thus, under the effect of a shock, the deformation of the front part of the spacers 11 pemiet to the heddle 4 to yield in a calibrated manner and recedes by a distance which, here, is equal to the space E, the edge 9a of wing 9 at most coming into contact with the front face 3 of

extensions 2.

  As a result, the stringer 4 has moved and its most prominent part is no longer located Cll before the most prominent part of the stringer 5 only at a distance d and no longer

  sclon the original distance D (figure 4).

  If the impact on the stringer 4 due to a vehicle in distress has an energy greater than that which the small deformation which has just been described can absorb, the rear part of the spacers 11 is involved and also deforms but its resistance part cst higher than that of the frontal part, and on the other hand is progressive from the front towards

  the rear of the barrier, depending on the shape given to the gussets 20 and 21.

  Thus, even before the waves of the heddle 4 are deformed, the spacers 11 to them

  only resistance which can be called "progranmmec" is opposed.

  This programmed resistance is distinct from the structure itself of the spacers II, that is to say the choice of steel, the shapes and the thicknesses. Crushing

  program still exists, regardless of these structural features of origin.

  The overwrite) t or more pronounced spacers is prior to cclui dc the smooth 4 proplrme: lcît ditec so that we avoid the deformation of the wing ') against the rehlausses 2

  ) and lio lmaintain the mechanical characteristics of the boom 4.

  [Small vehicles have an action on beam 4 only but large vehicles and heavy goods vehicles also meet beam 4 only, if the energy of the

  shock is relatively weak since it is located in front of the upper beam 5.

  If the shock is very violent, the entire barrier is involved, because then the stringer 4 deflates, the supports I tilt backwards, the raisers 2 sc separate the supports I thanks to the calibrated rupture of bolts 23 by which they are subject to the supports I1, as ccla is well known per se, the heald 4 according to the extensions 2 to which it is securely fixed by means of the spacers I 1, that is to say by

bolts 17 and welders 18.

  Depending on the forms of the vehicle by which the impact occurs with the barrier, the upper smooth 5 is reached more or less quickly after the lower beam 4 but, whatever the moment, even if the first impact occurs on the beam 5 and not on the stringer 4, the conditions for stopping the vehicle are entirely different because it is the whole of the barrier which reacts and it is understood that it is possible to adopt a structure also for the upper stringer 5 rigid and robust as desired since one should only take into account here the largest and heaviest vShicu and also the strongest and

  Which drivers are best protected.

  The example used to illustrate the invention shows for the top rail 5 a simple profile whose front part is curved but it goes without saying that any other structure can be adopted, such as one or more profiles at great time. inclclie tcl that a proflile Cl 11, Cen T, Cen U etc. Lecs rchausscs 2 each consist of a hollow profile whose front face 3 has a continuous longitudinal opening 30, a wide fcntc, which leaves a lump of the frontal facc 3 only two flat edges 31 and 32, extended towards the interior of the protile

  by dcux perpendicular folds 33 and 34 parallel between cux.

  LeC pro til 5 has a rear face which also has a continuous longitudinal CelcurIL-e 50 which leaves only two flat edges 51 and 52 extended from this rear face extended inwards by two perpendicular folds 53 ct 54 p at ', lddls between them The risers 2 being vertical and the profile 5 horizontal, the openings 30 and 50 are crossed (Figures 1, 2, 5 and 7) and the flat edges 51 and 52 are in full support on the edges

shots 31 and 32.

  The profile 5 is attached to the risers 2 by means of assembly members comprising two stirrups 35 and 55 engaged respectively in the risers 2 and in the profile 5, the wings of which enclose the folds 33-34 and 53-54 , then are joined by a bolt

central 24.

  It is understood that the stirrups 35 and 55 can be freely positioned at the exact location desired along the risers 2 and along the profile 5, so that it is possible to very precisely adjust the height of the profile 5 according to the circumstances, in relation to each extension 2, in relation to the lower beam 4 and in relation to the plane dc

the traffic lane.

  Figures 7 to 9 illustrate an embodiment of the invention designed to allow precise adjustment dc the height of the lower beam 4, in the same manner as that which has just been described for the upper profile 5, taking advantage of the specific structure

extensions 2.

  For this purpose, the spacers 11 are not welded to the risers 2 as in the case of

Figures I to 6.

  The pads 15 and 16 are crossed with holes, here two superimposed holes for the pad 15 and a single hole for the pad 16, for bolts 25 which are screwed in stirrups 36

  similar to stirrups 35 and enclosing the folds 33 and 34 of the risers 2.

  This mounting is equivalent to that which has been described for the upper section 5, so that the position of the spacers 1 1 can be adjusted in height relative to the risers 2, due to the freedom of sliding of the bolts 25 and of the stirrups 36 along the vcrticalc opening 30. The bottom rail 4 being fixed to the stirrups 11, it is its level and its horizontality which

  can be exactly adjusted according to the circumstances.

  The adjustment possibilities provided by the invention can be further supplemented by making sure that the bolts 23 ensuring the attachment of the risers 2 to the supports 1) are not just circular holes which fix their location in all directions (Figures 3 and 4), but each in a light 26 (FIG. 9) with a large vertical axis, thanks to which the bolt 23 can be placed more or less high, which has the effect of fixing the extension 2 more or less high relative to to support I already embedded in the

  ground cn exceeding this over a more or less precise height.

  It emerges from the above description that the invention makes it possible to coordinate the

  respective resistances of the bottom rail 4 and the top rail 5 so that the barrier reacts differently depending on whether it reacts to more or less violent shocks,

  from more or less heavy vehicles.

  It should be remembered, in fact, that a light vehicle can cause a very powerful impact and that a heavy vehicle can cause a light impact, but both are not located

at the same level of the barrier.

Claims (6)

  1. Safety barrier intended to be disposed along vehicle traffic lanes, comprising two horizontal rails placed one above the other, the lower rail having a central core and two waves extended rearwards by two divergent wings, and being subject to vertical supports by means of individual risers to each support, characterized in that it comprises spacers (11) which are interposed between the bottom rail (4) and each riser (2) , and which are each fixed on the one hand to the core (6) of the bottom rail (4) and on the other hand to one of the extensions (2), spacers (11) which hold the bottom rail (4 ) according to a space (E) such as the corresponding riser (2) that the end (9a - 10a) of the wings (9 and 10) is distant from said riser (2), each spacer (11) comprising two successive parts, the first of which, considered from the area of fixation of the th carteur (11) to the core (6) of the heald (4), has a crushing resistance   lower than that of the second part located near the extension (2).   1 5 2. Barrier according to claim 1, characterized in that the most prominent part of the top rail (5) is set back relative to the most prominent part of the lower beam (4).   3. Barrier according to claim 1, characterized in that the second part of the   spacers (11) has increasing resistance to the corresponding riser (2).   4. Barrier according to claim 1, characterized in that each spacer (11) has a front part (12) to be fixed to the core (6) of the bottom rail (4), two spacing supports (13 and 14) and two lateral pads (15 and 16) parallel to the part   front (12) and to be fixed to the extension (2), as well as at least one gusset (20 -   21) connecting each support (13-14) to the corresponding pad (15-16).   5. Barrier according to claim 1, characterized in that each extension (2) is constituted by a hollow section segment having a front face (3) which has a continuous longitudinal opening (30), on either side of which there are planar edges (31 and 32) outside of which a spacer (11) rests, and at   the interior of which are fastening pieces (25 - 36) of said spacer (I l).   4AA 6. Barrier according to claim 1, characterized in that the upper rail (5) is constituted by a hollow profile having a rear face which has a continuous longitudinal opening (50), on either side of which there are edges planes (51 and 52), the exterior of which is placed against the front face (3) of the risers (2) and the interior of which receives fastening members (24 - 35 - 35) from said profile (5) to said extensions (2). ***