GUARD RAIL CONSTRUCTION

Abstract: A guard rail construction comprises support elements to be provided at a side of a road and a guard member attached hereto, wherein, when a vehicle touches the guard member in and adjacent the collision point thereof, one or more support elements can pivot in rearward direction relative to the road about a pivot point and can absorb at least a part of the collision energy. The guard rail construction can pivot in rearward direction to such an extent that it can be supported on the ground by a support point. The angle phi between the line through the pivot point and the collision point and the line through the pivot point and the support point is greater than 90 DEG .

Description: Title: Guard rail construction The present invention relates to a guard rail construction, comprising support elements to be provided at a side of a road and a guard member attached hereto, wherein, when a vehicle touches the guard member m and adjacent the collision point thereof, one or more support elements can pivot m rearward direction relative to the road about a pivot point and can absorb at least a part of the collision energy, while the guard rail construction can pivot in rearward direction to such an extent that it can be supported on the ground by a support point. Such guard rail constructions are known and have presently been installed alongside many Dutch roads. In these constructions, guard members m the form of guard rails have been provided symmetrically on either side of the support element. The center of the guard member against which a collision takes place will hereinafter be referred to as the collision point. When a vehicle contacts a guard rail, the support element will make a rearward tilting movement. The point about which the support element moves rearwards will hereinafter be referred to as the pivot point. On bridges, this pivot point is at the ground level, by means of a break connection. In the guard rail constructions mentioned, the height of the center of the guard rails, i.e. the distance at which the collision point lies above the ground level, is about 60 cm. The overall height of the system, i.e. the distance from the top side of the guard rail to the ground level, is about 75 cm. The system is further determined by, inter alia, the angle α made by the line between the pivot point and the collision point with the ground level. When the pivot point lies approximately at ground level, a situation which, as mentioned heremabove, may occur when the guard rail construction is installed on, for instance, bridges, this angle α will be about 56°. When m this situation the guard rail construction during a collision moves rearwards about the pivot point, the height thereof increases at first by about 11%, to subsequently decrease until eventually approximately the same level is reached which the guard rai l construction had before the collision. The guard rail mounted on the side of the support element other than the side of the guard rail against which the vehicle has collided, will then in many cases, after tilting of the support element through an angle β of about 52°, be supported on the ground. The point of the guard rail construction by which it can be supported on the ground after a collision will hereinafter be referred to as the support point. The angle φ between the line through the pivot point and the collision point and the line through the pivot point and the support point will, m the case where the pivot point is at the ground level, be about 76°. In the guard rail construction here mentioned, the vehicle may, during a collision, contact the support element. In particular for heavier vehicles, where the point of gravity lies above the level of the guard rail construction, this will involve the serious risk that, due to the rolling behavior about the longitudinal axis of the vehicle occurring during the collision against the guard rail construction, the vehicle actually rolls over the guard rail construction. A contact of the vehicle with the support element can be prevented by providing that the pivot point comes to lie below the ground level, which, m practice, is in fact realized along roads over the ground. In that case, the pivot point lies about 60 cm below the ground level. The angle α then approximately assumes the value of 72°. When, during a collision, the guard rail construction moves rearwards, with the support element moving for a substantial part through the ground, a slight height increase of about 5% occurs at first, whereupon the height of the system decreases to below the original value by about 7%. Further, due to the larger distance between the pivot point and the guard rails, a greater rearward travel is made by the guard rail construction and, accordingly, the space required for the proper functioning increases considerably. When the rearmost guard member finds support on the ground, the support element will approximately have pivoted through an angle β of about 40°, which value is considerably less than m the case where the pivot point lies at the ground level. It is true that by positioning the pivot point below the ground level, the chance of a colliding vehicle touching the support element decreases, but the danger of tilting of the vehicle is not reduced at all . The object of the invention is to avoid the above- mentioned drawbacks, or at least to reduce them to a considerable extent, and to provide a guard rail construction wherein the chance that vehicles, during a collision, can roll over the guard rail construction is reduced substantially, without the guard rail construction m its fixed arrangement being m a higher position and thereby hindering or even blocking the view of the lateral side of the road and without affecting the beauty of the landscape too much. To realize this object, the guard rail construction as described in the preamble is characterized m that the angle φ between the line through the pivot point and the collision point and the line through the pivot point and the support point is greater than 90°. Due to this feature, it is achieved that a vehicle colliding against the guard rail construction will not contact the support element. Further, during a rearward pivoting movement of the guard member that is contacted by the vehicle, the height of this guard member can only increase. At or ust before the moment when the guard member reaches its highest point, the guard rail construction will be supported on the ground. Through a suitable dimensioning, this height increase during a collision may run up to as much as 25% and more. Due to this rising movement of the guard member, a couple is exerted on the colliding vehicle, which couple opposes the couple which, during the collision, is exerted on the vehicle by the guard member and causes the vehicle to tilt m the direction of the guard rail construction. The effect further achieved is that for performing a rearward pivoting movement, relatively little extra space is needed. Although a guard member may be present on both sides of the support element, m the guard rail construction according to the invention it is sufficient when such guard member is present only on the road- facing side of the support element. To effect a substantial height increase during the rearward pivoting movement of the guard rail construction, the pivot point preferably lies at or relatively close below the ground level . For stability reasons, it is preferred that the angle β through which the support element can pivot before the support point comes to lie on the ground, be less than 45° . For the same reason, it may be favorable when the support point is located at a lower position than the bottom side of the guard member. However, it is possible to lower the bottom side of the guard member or, stated differently, to extend the guard member downwards, for instance for retaining motorcyclists who come to fall; in that case, the support point may come to lie above the bottom side of the guard member all the same. Although it is possible that the collision energy that is absorbed at first is entirely taken up in the pivot point, for instance by designing this pivot point as a deformable pivot, it is preferred that a deformable element be mounted on the support element between the support point and the ground on which the support element can be supported. This element can then absorb a substantial part of the collision energy. When his element has been entirely deformed and the support element has virtually come to the ground by the support point, the entire construction forms a considerably stiffer whole and further energy will be absorbed m the support element itself and in the ground on which this element is supported. In a particular embodiment, the support element is composed of a substantially upwardly directed first portion and, connected thereto, a second portion extending m the direction of the road, the guard member being attached to the second portion. Thus, the angle φ between the line between the pivot point and the collision point and the line between the pivot point and the support point can be chosen to be greater without the height of the guard rail construction increasing, while during a rearward tilting of the guard rail construction, a greater height increase can be realized. This construction further provides the possibility of designing the second portion so as to be displaceable m substantially rearward direction relative to the road, which allows this second portion to absorb a part of the collision energy. Of course, this would also have been possible if the second portion of the support element were of deformable design. In particular, it is favorable when the force at which the second portion can be displaced relative to the first portion is less than the force needed for compressing the deformable element under the support point. During slight collisions, the collision energy can then be entirely absorbed by said second portion, while during heavy collisions, a portion thereof is first absorbed m the second portion and the remaining part thereof is absorbed by the rearward movement of the entire support element and eventually by the substrate on which the support element is then supported. In particular when the deformable element has a frustoconical shape whose portion having the greatest section lies directly below the support point on the support element, the forces acting thereon are readily absorbed through deformation. Although the deformable element could also have, for instance, a cylindrical shape, this shape is less desired, since a cylinder is more inclined to buckle. In a concrete embodiment, the support element consists of two shell parts. The deformable element may form an integral part of the support element or be attached thereto separately. Because of the essential role performed by the pivot point, the collision point and the support point m the guard rail construction according to the invention, it is favorable when the support element or the first portion thereof has a substantially triangular shape. Although the support element can be manufactured from steel, from a cost viewpoint it is favorable when the support element is formed from a fiber-reinforced plastic or composite. In particular, a construction from two shell parts can easily be realized by a compression molding process. As a matter of fact, the guard member can be designed m many manners; it can be formed by various types of girders, round, square, etc., or by prestressed cables. In particular, the presently employed guard rails can be used for this. The guard members can also be manufactured from a fiber- reinforced plastic. The invention will presently be further specified with reference to the accompanying drawing. In this drawing: Fig. 1 shows a known guard rail construction; Fig. 2 shows the principle according to which the guard rail construction according to the invention is built up; Fig. 3 shows, in a schematic manner, the condition of the guard rail construction according to the invention before and after a collision of a vehicle thereagamst ; Fig. 4 shows one of the two shell parts from which the support element in a specific embodiment according to the invention is built up; Fig. 5 shows the complete support element of Fig. 4, while Figs. 6 and 7 show two alternative exemplary embodiments. Fig. 1 shows a guard rail construction as presently employed along a number of Dutch roads. The support element 1 is provided in the ground over a depth of about 100 cm. The portion above the ground is about 75 cm. Provided adjacent the top end of the support element 1 is a transverse support 2 which projects over the same distance on either side of the support element 1. Mounted at the ends of a number of such support elements with transverse supports are guard rails 3A, 3B having a corrugated profile. When a vehicle collides against the guard rail 3A, not only this guard rail will be deformed, but also a number of support elements 1 will be pushed rearwards through the ground, with the ground absorbing a substantial part of the collision energy, until the guard rail 3B hits the ground, the ground absorbing the further collision energy. The support element 1 is supposed to move about the pivot point 0, about 60 cm below the ground level. Although the vehicle contacts the guard rail over the entire height of the guard rail, the center thereof is considered to be the collision point P. The point whereby the guard rail construction is eventually supported on the ground is referred to as support point Q. In the tilted condition, shown m a broken line, this point is designated by Q' . When such guard rail construction is installed on, for instance, a bridge, the support construction is connected to an anchoring in the road surface via a break coupling. The pivot point is then designated by the point O 1 . In the first case, the angle α made by the line OP with the ground level is about 72°, m the second case, this line, now designated by O'P, makes an angle of about 56°. In the first case, the guard rail construction can pivot through an angle β of about 40° before the guard rail construction touches the ground by the guard rail, m the second case, this angle will be about 52°. In the first case, the angle φ between the lines OP and OQ is about 40°, in the second case, the angle between the corresponding lines O'P and O'Q is about 76°. Upon a rearward pivoting movement of the guard rail construction, only a slight upward movement of the guard rail 3A takes place. Accordingly, both situations involve a considerable risk that a vehicle colliding against the guard rail construction tilts over the guard rail 3A, m particular when the point of gravity of the vehicle projects substantially above the guard rail 3A. This risk is even considerably greater m the second case, where the guard rail construction is, for instance, installed on a bridge, where the pivoting angle β is much greater and the colliding vehicle may also contact the support element . Fig. 2 shows the principle of a guard rail construction according to the invention. Here, the support element 1 consists of a substantially upwardly directed first portion 4 and, connected therewith, a second portion 5 extending m the direction of the road, the guard member 6 being attached to the second portion 5. The bottom side of the guard member 6 is located at a higher position than the support point Q. Here, the angle φ is m the order of 130°; however, this angle should at any rate be greater than 90°. It is understood that during a rearward movement of the guard rail construction until the point Q has reached the ground, which situation is indicated m broken lines and here occurs upon a pivoting movement of the support element 4 through an angle β smaller than 45°, and in Fig. 2 through about 30°, a considerable increase in height occurs, viz. m the order of about 25%, through which upward movement of the guard member 6 during the collision, a couple is exerted on the vehicle which opposes the couple that causes the vehicle to tilt. Fig. 2 further shows a deformable element 7. This element is provided on the support element 4, between the support point Q and the substrate on which the guard rail construction is supported. Thus, the collision energy is first absorbed by the rearward movement of the guard rail construction and by the tiltmg-preventmg couple exerted on the vehicle by the guard rail construction, subsequently by the deformation of the element 7 and, finally, by the substrate itself. The principal construction for a guard rail construction shown m Fig. 2 proves to have the further advantage of occupying a narrower strip of ground than the known guard rail construction described with reference to Fig. 1. The dimensioning of the guard rail construction shown m Fig. 2 has been attuned to the European design standard prEN 1317. In this standard, the different load levels for guard rail constructions are laid down, as well as the manner m which it is to be assessed whether a particular guard rail construction meets such load level . At a chosen load at a relatively high level (H2), the guard rail system should satisfy the tests TB51 + TB11. Test TB51 concerns a collision test with a vehicle of 13000 kg (autobus) colliding against a guard rail at a speed of 70 km/h and at an angle of 20°. Test TB11 concerns a collision test with a vehicle of 900 kg (light passenger car) colliding against a guard rail at a speed of 100 km/h and at an angle of 20°. A dimensioning of the elements m Fig. 2 with the following parameters satisfies these tests m ample measure. The guard member 6 is 20 cm wide and 30 cm high; the distance from the top edge of the guard rail to the substrate is 60 cm; the second portion 5 is 20 cm long; the distance from point Q to the substrate is 15 cm; the distance from point 0 to the projection of point Q on the substrate is 30 cm and the distance from the projection of the connecting point of the first to the second portion of the support element to the point 0 is 25 cm. The rigidity of the support element or the first portion 4 thereof is of little importance as long as this element or first portion does not break during tilting rearwards, it being observed that a few support elements or first portions thereof are allowed to break at the moment when they are supported on the ground. The second portion 5 should deform or move rearwards at an occurring force m the y-direction of 0-20 kN, preferably of 5-10 kN . The guard member 6 should preferably have a minimal bending stiffness about the z-axis of 10 5 Nm 2 . The deformable element 7 should deform at an occurring force m the z-direction of 30-100 kN, preferably of 50-80 kN. Fig. 3 shows, m a schematic manner, a guard rail construction according to the invention, m which a part of the collision energy is also absorbed by the second portion 5 of the support element 1 which, against a particular resistance relative to the first portion 4, moves rearwards during a collision. The force at which the second portion 5 is displaced relative to the first portion 4 is less than the force required for compressing the plastic deformable element 7 , so that during a slight collision, the guard member 6 moves rearwards first and the plastic element 7 is deformed only after that. For that purpose, the first portion has a throughbore through which the second portion 5 can move after having overcome a particular resistance. Various constructions are conceivable for this. It is also possible to arrange that the bore m the first portion does not continue entirely or to provide a stop therein and to provide a plastic deformable element m the bore, against which the second portion 5 ams during a rearward movement. The second portion 5 may also be entirely formed by a plastic deformable element. In Fig. 3, the position of the guard rail construction after the collision is shown m broken lines. In this last position, the deformable element 7, which m this embodiment forms one whole with the support element, is pulverized almost completely. Figs . 4 and 5 show a concrete embodiment of the support element, m which it is built up of two shell parts 8 which can readily be manufactured from flber-remforced plastic, with reinforcement ribs and partitions, which shell parts are subsequently attached to each other, while at the top end, the second portion 5 can be inserted herein, while at tne bottom side, the deformable element in the form of a truncated cone can be provided. The pivot point 0 is formed by a pivot provided on " a solid substrate. This substrate may be formed by the road material or by a special concrete plate arranged at the side of the road. This plate may extend rearwards so far that the deformable element 7 can also be supported thereby and can be pulverized against it during the rearward movement of the guard rail construction. The pivot mentioned can be designed m various manners, for instance by a shaft passed through the two shell parts and bearing-mounted at both ends on said solid substrate. The support element can also be connected to said substrate by means of a deformable, fixed element, to form a pivot point . Figs. 6 and 7 show two alternatives for a guard rail construction according to the invention. In both alternatives, use is made of a guard member corresponding to the known guard rails. In Fig. 6, the transverse support 2 consists of two parts 2A and 2B arranged at different heights on either side of the support element 1, in such a manner that the angle φ is about 95° and the angle β is about 25°. In Fig. 7, the construction of Fig. 1 is extended by a second transverse element 9 which is provided under the transverse element 2 and is shorter, such that the angle φ is about 100° and the angle β is about 20°. The invention is not limited to the embodiments represented herein, but embodies various modifications hereof, of course in so far as they fall under the protective scope of the following claims. In particular, it is pointed out that various known guard members, girders, corrugated sheets and prestressed cables are possible. The choice of material, m particular of the support element, is not limited to fiber-reinforced plastics, all kinds of suitable metals can be used. The shape, too, can be chosen at random, as long as it is not such that a colliding vehicle can be expected to contact the support elemen . The support element need not be composed of two parts; the above-mentioned second portion 5 could be omitted. At the most, the shape of the first portion will have to be slightly adjusted. By choosing, for instance, a deformable element as pivot for the support element with the substrate, the deformable element 7 may be left out under conditions. The shape of the deformable element 7 may be chosen at random as well .

Claims: 1. A guard rail construction, comprising support elements to be provided at a side of a road and a guard member attached hereto, wherein, when a vehicle touches the guard member m and adjacent the collision point thereof, one or more support elements can pivot m rearward direction relative to the road about a pivot point and can absorb at least a part of the collision energy, while the guard rail construction can pivot in rearward direction to such an extent that it can be supported on the ground by a support point, characterized in that the angle φ between the line through-the pivot point and the collision point and the line through the pivot point and the support point is greater than 90° . 2. A guard rail construction according to claim 1, characterized m that a guard member is present only on the road-facing side of the support element. 3. A guard rail construction according to claim 1 or 2 , characterized m that the pivot point lies at or relatively close below the ground level . 4. A guard rail construction according to claim 1, 2 or 3 , characterized m that the angle β through which the support element can pivot before the support point comes to lie on the ground, is less than 45° . 5. A guard rail construction according to any one of the preceding claims, characterized m that the support point is located at a lower position than the bottom side of the guard member . 6. A guard rail construction according to any one of the preceding claims, characterized in that a deformable element is provided on the support element between the support point and the substrate on which the support element can be supported . 7. A guard rail construction according to claim 6, characterized m that the support element is composed of a substantially upwardly directed first portion and, connected thereto, a second portion extending m the direction of the road, the guard member being attached to the second portion. 8. A guard rail construction according to claim 7, characterized m that the second portion is displaceable in a substantially rearward direction relative to the road. 9. A guard rail construction according to claim 8, characterized m that the force at which the second portion can be displaced relative to the first portion is less than the force required for compressing the deformable element. 10. A guard rail construction according to any one of claims 6-9, characterized m that the deformable element has a frustoconical shape whose portion having the greatest section lies directly below the support point on the support element. 11. A guard rail construction according to any one of claims 6-10, characterized m that the support element consists of two shell parts. 12. A guard rail construction according to any one of claims 6-11, characterized m that the deformable element forms an integral part of the support element . 13. A guard rail construction according to any one of the preceding claims, characterized in that the support element or the first portion thereof has a substantially triangular shape . 1 . A guard rail construction according to any one of the preceding claims, characterized m that the support element is formed from a fiber-reinforced plastic or composite. AMENDED CLAIMS [received by the International Bureau on 08 May 2000 (08.05.00); original claims 1 to 14 replaced by new claims 1 to 14 (3 pages)] 1. A guard rail construction, comprising support elements (4, δ) to be provided at a side of a road and a guard member (6) attached hereto, wherein, when a vehicle touches the guard member (6) in and adjacent the collision point (P) thereof, one or more support elements (4, 5) can pivot in rearward direction relative to the road about a pivot point (O) and can absorb at least a part of the collision energy, while the guard rail construction can pivot in rearward direction to such an extent that it can be supported on the ground by a support point (Q). the collision energy being at least partially absorbed by a deformable element (7) forming part of the support element (4, δ) and located behind or in the vertical plane extending parallel to the guard member (6) and through the pivot point (O), characterized in that the angle φ between the line (OP) through the pivot point (O) and the collision point (P) and the line (OQ) through the pivot point (O) and the support point (Q) is greater than 90°, the pivot point (O) as such being formed through deformation of a weakening in the support element (4, δ), and that the deformable element (7) is externally provided relative to the support element (4, 5). 2. A guard rail construction according to claim 1, characterized in that a guard member (6) is present only on the road-facing side of the support element (4, 5). 3. A guard rail construction according to claim 1 or 2, characterized in that the pivot point (O) lies at, relatively close below or relatively close above the ground level. 4. A guard rail construction according to claim 1, 2 or 3, characterized in that the angle β through which the support element (4, 5) can pivot before the support point comes to lie on the ground, is less than 45°. 5. A guard rail construction according to any one of the preceding claims, characterized in that the support point (Q) is located at a lower position than the bottom side of the guard member (6). 6. A guard rail construction according to any one of the preceding claims, characterized in that the deformable element (7) is provided on the support element (4, 5) between the support point (Q) and the substrate on which the support element (4, 5) can be supported. 7. A guard rail construction according to claim 6, characterized in that the support element (4, δ) is composed of a substantially upwardly directed first portion (4) and, connected thereto, a second portion (5) extending in the direction of the road, the guard member (6) being attached to the second portion (5). 8. A guard rail construction according to claim 7, characterized in that the second portion (5) is displaceable in a substantially rearward direction relative 5 to the road. 9. A guard rail construction according to claim 8, characterized in that the force at which the second portion (δ) can be displaced relative to the first portion (4) is less than the force required together for the deformation in the pivot point (0) and compression of the deformable element (7). 0 10. A guard rail construction according to any one of claims 6-9, characterized in that the deformable element (7) has a frustoconical shape whose portion having the greatest section lies directly below the support point (Q) on the support element (4, δ). 11. A guard rail construction according to any one of claims 6-10, δ characterized in that the first portion (4) of the support element (4, δ) consists of two shell parts (8). 12. A guard rail construction according to any one of claims 6-11, characterized in that the deformable element (7) forms an integral part of the support element (4, δ). 0 13. A guard rail construction according to any one of the preceding claims, characterized in that the support element (4, 5) or the first portion (4) thereof has a substantially triangular shape. 14. A guard rail construction according to any one of the preceding claims, > characterized in that the support element (4, 5) is formed from a fiber- reinforced plastic or composite.

Inventors: HOEBERGEN LAURENTIUS MARIA JOH, WILTINK FREDERIK JOHAN, HOEBERGEN, LAURENTIUS, MARIA, JOHANNUS, ANTONIA, WILTINK, FREDERIK, JOHAN
Applicants: HOEBERGEN LAURENTIUS MARIA JOH, TNO, WILTINK FREDERIK JOHAN, HOEBERGEN, LAURENTIUS, MARIA, JOHANNUS, ANTONIA, NEDERLANDSE ORGANISATIE VOOR TOEGEPAST-NATUURWETENSCHAPPELIJK ONDERZOEK TNO, WILTINK, FREDERIK, JOHAN
Application year: 1999
Main classification: E01F15
IPC codes: E01F15