WO2023055260A1 - Unité routière d'absorption d'énergie et barrière frontale routière - Google Patents

Unité routière d'absorption d'énergie et barrière frontale routière Download PDF

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Publication number
WO2023055260A1
WO2023055260A1 PCT/RU2022/050304 RU2022050304W WO2023055260A1 WO 2023055260 A1 WO2023055260 A1 WO 2023055260A1 RU 2022050304 W RU2022050304 W RU 2022050304W WO 2023055260 A1 WO2023055260 A1 WO 2023055260A1
Authority
WO
WIPO (PCT)
Prior art keywords
energy
guide
absorbing elements
protruding
node according
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.)
Ceased
Application number
PCT/RU2022/050304
Other languages
English (en)
Russian (ru)
Inventor
Иван Петрович НЕМОВ
Георгий Владимирович МАКАРОВ
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.)
Otkrytoe Aktsionernoe Obshestvo <<zavod Prodmash>>
Original Assignee
Otkrytoe Aktsionernoe Obshestvo <<zavod Prodmash>>
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
Priority claimed from RU2021128698A external-priority patent/RU2791316C1/ru
Application filed by Otkrytoe Aktsionernoe Obshestvo <<zavod Prodmash>> filed Critical Otkrytoe Aktsionernoe Obshestvo <<zavod Prodmash>>
Publication of WO2023055260A1 publication Critical patent/WO2023055260A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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

Definitions

  • the invention relates to the field of road construction, in particular, to road frontal barriers that stop or redirect (correct) the trajectory of the car when driving at the maximum speed for a given category of road, ensuring safety for road users, as well as the safety of elements of the arrangement of the road , in front of which road frontal barriers are installed.
  • a front-side road barrier is known (utility model patent No. RU 169181, publ. 03/03/2017), containing a longitudinal beam mounted on vertical supports that are installed in the ground base, and a front impact buffer that is installed at the end of the beam.
  • a longitudinal beam mounted on vertical supports that are installed in the ground base
  • a front impact buffer that is installed at the end of the beam.
  • elongated holes are made for bolted connections with the consoles of the supports;
  • the end of the cable is attached to the ground base by an anchor connection, and the other end of the cable is fixed in the tensioner, which is located in the working section of the fence.
  • the front impact buffer is made in the form of a vertical plate, which is attached perpendicularly to the end face of the first beam in the initial section and is connected by a guide to the extreme support of the initial section of the fence.
  • the bolts connecting the beams to the consoles of the uprights cut through the jumpers between the longitudinal holes in the beams, as a result of which the work of elastic-plastic deformation of the beam material is performed, which gradually dissipates the kinetic energy of the vehicle impact.
  • the main disadvantage of this device is the instability of this design, in particular, if with a direct frontal collision the device will work stably, then with an angular (at a small angle) frontal collision, for example, 15 degrees, the device will not work due to the loss of the guide of its function as under the action of the transverse component of the impact force, and as a result of the separation of the first racks (and then immediately the second one) from the support sleeve (sleeves) with a shear bolt (bolts), as a result of which, under the action of the transverse component of the impact force, the beam will bend in the initial section, which will prevent further longitudinal movement of the beam along the working supports.
  • the disadvantage of this device is that the longitudinal grooves in the beam 6, being non-working areas, greatly lengthen the braking distance and, accordingly, the length of the road front fence.
  • Known impact attenuator for vehicles including an energy-absorbing device for slowing down forces containing a housing, at least two pins located in the housing, which are located parallel to each other in the housing, as well as a metal elongated pulling member which may be positioned in the housing so that it extends between and in contact with the pins.
  • the pins and the pulling element are located in such a way that a change of direction occurs on the pulling element when passing each pin, thus, when the drawing element and the body move relative to each other, the movement is slowed down due to the deformation of the drawing element when passing each pin.
  • the main disadvantage of this solution is that the value of the strain energy of the metal element remains constant, i.e. at the beginning of vehicle braking, braking energy is insufficient, and at the end of braking it is in excess, which does not allow reducing the length of the device while maintaining a low value of overloads of a person in the vehicle.
  • the disadvantages of this device also include increased design complexity due to the presence of an energy absorbing device with several pins, increased dimensions, increased maintenance complexity, which is associated with a high labor intensity of filling and extracting a deformable steel strip inside a hollow guide and an energy absorbing device, increased metal (steel) waste , due to the fact that after a collision of a vehicle with this device, it is necessary to completely remove the entire stretching element in the form of a steel strip for processing, even if this steel strip is used partially (not completely), and the increased labor intensity and cost of manufacturing the stretching element in the form of a steel strip of variable thickness and width.
  • the closest analogue is the end terminal for a road barrier (EP 3660219, publ. 06/03/2020), which includes a guide, which is connected at the ends to a ground anchor and a protective fence, respectively, and includes a collision catcher, which is movably mounted on the guide.
  • catcher collision block is complemented by a sliding block with a hole through which a guide rail passes, which has a square or rectangular cross section. At least two deforming elements are provided in the hole on the sliding block.
  • the guide has an initial depressed part, in which one or more protruding deforming elements are located.
  • the disadvantage of this solution is the impossibility to regulate the energy spent on deformation in any section of the guide, which in turn does not allow achieving high efficiency of the end terminal and limits the possibility of reducing the length of the device while simultaneously requiring to obtain the required values of dynamic overloads of a person in the vehicle.
  • the disadvantages of this device also include increased labor intensity of maintenance, which is associated with a high labor intensity of replacing the guide after a collision with a vehicle, increased metal (steel) waste, and low structural reliability at the junctions of the guide sections.
  • the technical problem is the lack of effectiveness of analogues and increased danger to people in the vehicle.
  • the problem to be solved by the invention is to improve the efficiency of the road frontal fence, and improve safety for people in the vehicle.
  • the technical result when using the invention is the ability to change the braking force of the vehicle, which makes it possible to reduce the length of the frontal fence and reduce the value of the generalized inertial overload index or ASI for people in the vehicle.
  • the road energy-absorbing unit contains a guide, on which a pusher is installed with the possibility of longitudinal movement, while the guide is equipped with energy-absorbing elements protruding relative to the outer surface of the guide, and the pusher is configured to act on the protruding energy-absorbing elements when it is longitudinally moved. moving.
  • the guide of the energy-absorbing assembly can be made from at least one profile.
  • the guide of the energy-absorbing assembly can be made of at least two interconnected channels or tees.
  • the protruding energy-absorbing elements of the energy-absorbing assembly can be located on the wall and/or shelves of the profile or profiles.
  • the protruding energy-absorbing elements of the energy-absorbing assembly may be part of the guide.
  • the protruding energy-absorbing elements of the energy-absorbing assembly can be fixed on the rail.
  • the protruding energy-absorbing elements in different sections of the guide can be made of different materials.
  • the protruding energy-absorbing elements can be made in the form of plates with protruding and fastening ends, while the protruding energy-absorbing elements are fixed on the guide with fastening ends.
  • the energy-absorbing elements can be fixed to the rail by means of a common base.
  • the protruding energy-absorbing elements may be part of a common base.
  • the protruding energy-absorbing elements can be fixed on a common base.
  • the protruding energy-absorbing elements can be fixed on the outer surface of the guide.
  • the guide may include holes, and the protruding energy absorbing elements may be fixed on the inside of the guide and protrude outward through corresponding holes in the guide.
  • the protruding energy-absorbing elements can be arranged at an angle to the guide.
  • the protruding energy-absorbing elements may have different values of the angle of inclination to the guide in different sections of the guide.
  • the protruding energy-absorbing elements may have different thicknesses and/or widths in different sections of the guide.
  • the pusher can be installed on the guide using a carriage, which is made with the possibility of longitudinal movement along the guide and impact on the protruding energy-absorbing elements.
  • the carriage can be provided with end nozzles, which are made with the possibility of influencing the protruding energy-absorbing elements.
  • End nozzles on the carriage can be made swivel.
  • the protruding energy-absorbing elements may be located along at least one of the surfaces of the guide.
  • the road frontal barrier comprises an energy-absorbing assembly mounted on at least one post and configured to be connected to the barrier barrier or vehicle.
  • FIG. 12 is a general view of energy-absorbing elements on a common base; fig. 13, 14, 15 - top views of a fragment of a guide with an energy-absorbing element; fig. 16, 17, 18 - side views of a fragment of a guide with an energy-absorbing element; fig. 19, 20 - plots of ASI at a constant value of the strain energy.
  • the road frontal fence is made with the possibility of connection with the barrier fence (5) and contains an energy-absorbing assembly, including a pusher (3), at least one post (6) and a guide (1) mounted on at least one rack (6).
  • the guide (1) is made of at least one profile, in particular, but not limited to these examples, it can be made of: a bent profile, and / or an H-shaped profile (for example, an I-beam), and / or at least two between themselves channels, and/or at least two interconnected tauri.
  • the implementation of the guide (1) from profiles makes it possible to increase the rigidity of the guide (1) in the event of a side collision of the vehicle, while the profile must be made with a shelf and/or wall sufficient to accommodate energy-absorbing elements.
  • the implementation of the guide (1) of 2 or more components allows you to further increase the value of the absorbed energy.
  • the position of the guide (1) can be either at an angle with respect to the base (roadway), as shown in Fig. 2 and parallel to it.
  • the guide (1) is provided with energy-absorbing elements (4) protruding relative to the outer surface of the guide, and the pusher (3) is mounted on the guide (1) by means of a carriage (2), which can act on the energy-absorbing elements (4).
  • the carriage (2) is supplemented with swivel end nozzles (7), which can act on the energy-absorbing elements (4).
  • the use of energy-absorbing elements (4) protruding relative to the outer surface of the guide makes it possible to change the braking force of the vehicle, which makes it possible to reduce the length of the frontal fence, as well as to reduce the values of overloads for people in the vehicle, both in frontal and side collisions.
  • a generalized indicator of inertial overload at the vehicle's center of gravity is the Safety Index (Injury Severity Index) or ASI.
  • ASI Stress Severity Index
  • Methods for calculating the safety index or ASI are disclosed in the relevant standards: GOST R 52721-2007 or DIN EN 1317-1:2011-01.
  • Energy-absorbing elements (4) can be part of the guide (1) and be located on the wall and/or shelves of the profile or profiles from which the guide (1) is made.
  • the installation of the pusher (3) on the guide (1) with the help of a carriage supplemented with rotary end caps (7) allows to stabilize the movement of the pusher (3) in the event of a frontal collision with a vehicle at an angle relative to the installation axis of the front road barrier.
  • the end nozzles (7) of the carriage can be made in the form of cylindrical elements with the possibility of rotation when the pusher (3) moves.
  • the energy absorbing elements (4) can be made in the form of plates with protruding (4a) and fastening (46) ends, while the protruding ends (4a) are located at an angle to the fastening end (46), and can be located on the wall or shelves of the profile or profiles from which the guide (1) is made.
  • energy-absorbing elements (4) can be made on a common base (9). In this case, the energy-absorbing elements (4) can be part of the common base (9), forming protruding ends (4a), or can be fixed on the common base (9).
  • the energy absorbing elements (4) both individually and in the embodiment with a single base (9), can be fixed on the inner surface of the guide (1).
  • the guide (1) contains holes (8) and the energy-absorbing elements (4) protrude through the corresponding holes (8) on the guide (1).
  • the energy absorbing elements (4) can be made of various materials, in particular various metals such as steel or aluminium, composite materials, rubbers and plastics.
  • the shape of the energy-absorbing elements (4) and/or protruding ends (4a) can be different, for example, triangular, rectangular, trapezoidal, etc., including those with rounded corners.
  • the energy absorbing elements (4) may have different characteristics of the angle of inclination (a), which may range from 0 to 180 degrees with respect to the surface of the guide (1), thickness (A), and width (B). Energy-absorbing elements (4) may have different values of the angle (a) of inclination to the guide (1) in different parts of the guide (1).
  • the thickness (A) of the energy-absorbing elements (4) may have different values in different parts of the guide (1).
  • the width (B) of the energy-absorbing elements (4) may have different values in different sections of the guide (1).
  • the guide (1) may contain at least one surface for the location of the protruding energy-absorbing elements (4), and the energy-absorbing elements (4) may be located along at least one from the specified surfaces.
  • energy-absorbing elements can be located on the side and/or upper surfaces of the guide (1), if it has a generally rectangular shape in cross section.
  • the guide (1) is made with the possibility of connection with a barrier fence or a vehicle.
  • the energy-absorbing elements (4) can be located on a wide shelf of the profile or profiles to provide more possibilities for adjusting the width (B) of the energy-absorbing elements (4).
  • the greatest optimization of the braking process is achieved by a different combination of the angle of inclination (a), thickness (A), and width (B) of the energy-absorbing elements (4).
  • FIG. 19 - 20 shows graphs of ASI versus time (t) in seconds for 2 cases when the energy-absorbing elements have the same combinations of parameters of the angle of inclination (a), thickness (A), and width (B) (Fig. 19) and different combinations of the parameters of the angle of inclination (a), thickness (A), and width (B) (Fig. 20).
  • the overload is maximum and as the vehicle decelerates and its kinetic energy decreases, the braking time is 0.45 s, which characterizes the achieved short length of the device.
  • the graph (Fig. 20) shows the collision of a vehicle when the energy-absorbing elements have different parameters of the angle of inclination (a), thickness (A), and width (B), which allows you to stop the car in 0.3 seconds, while peak ASI values are lower than in the first case.
  • the device works as follows.
  • the kinetic energy of a moving object is transmitted through a pusher (3) to a carriage (2) and end nozzles (7) to energy-absorbing elements (4) located on the guide (1), upon deformation (collapse) of which it fades out smoothly.
  • the process is a sequential actuation of energy-absorbing elements (4).
  • the speed is reduced in such a way that the safety condition is met for the driver and passengers of the car, namely the value of ASI ⁇ 1.4.
  • the kinetic energy of a moving object is transferred through the pusher (3) to the carriage (2) and end nozzles (7) to energy absorbing elements (4) located on the guide (1), upon deformation (collapse) of which it is smoothly extinguished, while the movement of the pusher ( 3) along the guide (2) is stabilized by rotary end caps (7) of the carriage (2).
  • the process is a sequential actuation of energy-absorbing elements (4).

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

Abstract

L'invention se rapporte au domaine de la construction routière, et concerne en particulier des barrières frontales routières. Le résultat technique de la présente invention consiste en une diminution de la longueur de la barrière frontale et une diminution de la valeur de l'indice de la surcharge inertielle combinée ASI pour les personnes se trouvant dans le moyen de transport. Une unité d'absorption d'énergie routière comprend un guide (1) sur lequel est monté un poussoir (3) capable de déplacement longitudinal; le guide (1) comprend des éléments d'absorption d'énergie (4) qui dépassent de la surface externe du guide, et le poussoir (3) est capable d'interaction sur les éléments d'absorption d'énergie (4) lors de son déplacement longitudinal. Cette barrière frontale routière comprend une unité d'absorption d'énergie disposée sur au moins un montant, et peut se connecter à une barrière faisant obstacle ou à un moyen de transport.
PCT/RU2022/050304 2021-10-01 2022-09-27 Unité routière d'absorption d'énergie et barrière frontale routière Ceased WO2023055260A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
RU2021128698A RU2791316C1 (ru) 2021-10-01 Дорожный энергопоглощающий узел и дорожное фронтальное ограждение
RU2021128698 2021-10-01

Publications (1)

Publication Number Publication Date
WO2023055260A1 true WO2023055260A1 (fr) 2023-04-06

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PCT/RU2022/050304 Ceased WO2023055260A1 (fr) 2021-10-01 2022-09-27 Unité routière d'absorption d'énergie et barrière frontale routière

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2525409C2 (ru) * 2009-10-26 2014-08-10 Иеррос И Апланасьонес, С.А. (Хиаса) Механизм для поглощения кинетической энергии, возникающей в результате фронтального удара транспортного средства о систему удерживания транспортного средства, для использования по краям и по центру автомобильных дорог, такую как гаситель удара и оконечные устройства
DE102013215064A1 (de) * 2013-07-31 2015-02-05 Bayerische Motoren Werke Aktiengesellschaft Crashstruktur für ein Fahrzeug
WO2017125740A1 (fr) * 2016-01-21 2017-07-27 Hill & Smith Holdings Plc Borne d'extrémité à absorption d'énergie
EP3414397B1 (fr) * 2016-02-12 2020-04-08 Verdegro Holding B.V. Atténuateur d'impact et véhicule, remorque et glissière de sécurité comprenant un tel atténuateur d'impact
EP3660219A1 (fr) * 2018-11-26 2020-06-03 TATA STEEL UK Limited Terminal d'extrémité pour glissière de sécurité

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2525409C2 (ru) * 2009-10-26 2014-08-10 Иеррос И Апланасьонес, С.А. (Хиаса) Механизм для поглощения кинетической энергии, возникающей в результате фронтального удара транспортного средства о систему удерживания транспортного средства, для использования по краям и по центру автомобильных дорог, такую как гаситель удара и оконечные устройства
DE102013215064A1 (de) * 2013-07-31 2015-02-05 Bayerische Motoren Werke Aktiengesellschaft Crashstruktur für ein Fahrzeug
WO2017125740A1 (fr) * 2016-01-21 2017-07-27 Hill & Smith Holdings Plc Borne d'extrémité à absorption d'énergie
EP3414397B1 (fr) * 2016-02-12 2020-04-08 Verdegro Holding B.V. Atténuateur d'impact et véhicule, remorque et glissière de sécurité comprenant un tel atténuateur d'impact
EP3660219A1 (fr) * 2018-11-26 2020-06-03 TATA STEEL UK Limited Terminal d'extrémité pour glissière de sécurité

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