RU2791316C1 - Road energy-absorbing assembly and road frontal fence - Google Patents

Abstract

FIELD: road construction.

SUBSTANCE: road frontal barriers that provide stopping or adjusting the path of the vehicle when driving at the maximum allowable speed for this category of road, ensuring safety for road users, as well as the safety of elements of the highway arrangement, in front of which the road barriers are installed. The road energy-absorbing assembly comprises a guide (1) with energy-absorbing elements protruding relative to its outer surface in series. A pusher is installed on the guide with the help of a carriage. The carriage is made with the possibility of influencing the protruding energy-absorbing elements (4) during longitudinal movement. Particular cases of an energy-absorbing assembly and a road frontal fence are presented.

EFFECT: reduction of the length of the frontal fence and reduction of the value of the generalized inertial overload index ASI for the driver and passengers.

23 cl, 20 dwg

Description

The field of technology to which the invention belongs.

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.

The level of technology.

A front-side road barrier is known (utility model patent No. RU 169181, publ. 03/09/2017), 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. Along the beam, elongated holes are made for bolted connections with the consoles of the supports; In the section of the fence, 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. During the translational movement of the beam, the bolts connecting the beams to the consoles of the vertical posts cut through the jumpers between the longitudinal holes in the beams, as a result of which the work of elastic 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 rack (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 eliminate further longitudinal movement of the beam along the working supports. In addition, 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 (RU 2576674, publ. 03/10/2016) 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. The collision catcher 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.

Disclosure of the invention.

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 above technical result is achieved due to the fact that the road energy-absorbing assembly 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 in series relative to the outer surface of the guide, and the pusher is installed on the guide with the help of a carriage, which is made with the possibility of influencing the protruding energy-absorbing elements during ere longitudinal movement.

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

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.

According to the invention, 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.

Brief description of the drawings.

The invention is illustrated by drawings, in which:

Fig.1 side view of the front road fence;

fig. 2 - top view of the frontal road barrier;

fig. 3 - general view of the energy-absorbing unit;

fig. 4, 7 - top view of a fragment of a guide with a fixed energy-absorbing element;

fig. 5, 8 side view of a fragment of a guide with a fixed energy-absorbing element;

fig. 6, 9 side view of the energy absorbing element;

fig. 10 is a top view of a fragment of a guide with energy-absorbing elements fixed on a common base;

fig. 11 is a side view of a fragment of a guide with energy-absorbing elements fixed on a common base;

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 ASI plots at constant strain energy.

Implementation of the invention.

As shown in FIG. 1, 2, 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 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.

As shown in FIG. 3, 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 rail (1) by means of a carriage (2), which can act on the energy-absorbing elements (4). Carriage (2) supplemented with swivel end caps (7) that can act on 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. 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.

As shown in FIG. 4-9, 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.

As shown in FIG. 10-12 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).

As shown in FIG. 7-9, 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). In this case, 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.

As shown in FIG. 13-18, 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). Changing the parameters of the angle of inclination (a), thickness (A), and width (B) of the energy-absorbing elements (4) allows you to more accurately adjust the energy absorption values, thereby creating the ability to more smoothly reduce the speed of a vehicle that has run into the fence and minimize damage to the vehicle that has committed collision with a vehicle, and reduce the value of the generalized inertial overload index or ASI for the people in the vehicle accordingly.

When using a guide (1) consisting of two or more profiles, you can use profiles with different wall thicknesses to simplify the adjustment of the thickness value (A) of the energy absorbing element (4).

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 of these surfaces. In particular, 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).

As implementation examples, in 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). As can be seen from the graph, at the time of a collision with a vehicle, 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. In turn, 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.

At the time of a frontal collision of a vehicle on a road frontal fence, 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). After the start of contact of the passenger car with the pusher, the speed is reduced in such a way that the safety condition is met for the driver and passengers of the car, namely the ASK value of 1.4.

At the moment of a frontal collision of a vehicle on a road front fence at an angle relative to the axis of installation of the device on the road front fence, 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), with deformation (collapse) of which it is smoothly extinguished, while the movement of the pusher (3) along the guide (2) is stabilized by the rotary end nozzles (7) of the carriage (2). The process is a sequential actuation of energy-absorbing elements (4).

When a vehicle collides sideways with a road frontal fence, it is corrected due to the rigidity of the guide (1) installed on at least one rack (6), which, when deformed, allows you to set a safe trajectory of movement.

Claims (21)

1. A road energy-absorbing assembly containing a guide on which a pusher is mounted with the possibility of longitudinal movement, characterized in that the guide is provided with energy-absorbing elements protruding in series relative to the outer surface of the guide, while the pusher is mounted on the guide by means of a carriage that is configured to act on protruding energy-absorbing elements during longitudinal movement. 2. Assembly according to claim 1, characterized in that the guide is made of at least one profile. 3. The assembly according to claim 2, characterized in that the guide is made of at least two interconnected channels or tees. 4. The node according to claim 2, characterized in that the protruding energy-absorbing elements are located on the wall and / or shelves of the profile or profiles. 5. The node according to claim 1, characterized in that the protruding energy-absorbing elements are part of the guide. 6. The node according to claim 1, characterized in that the protruding energy-absorbing elements are fixed on the guide. 7. The node according to claim 6, characterized in that the protruding energy-absorbing elements in different parts of the guide are made of different materials. 8. The node according to claim 6, characterized in that the protruding energy-absorbing elements are 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. 9. The node according to claim 6, characterized in that the energy-absorbing elements are fixed on the guide by means of a common base. 10. The node according to claim 9, characterized in that the protruding energy-absorbing elements are part of a common base. 11. The node according to claim 9, characterized in that the protruding energy-absorbing elements are fixed on a common base. 12. The node according to claim 6, characterized in that the protruding energy-absorbing elements are fixed on the outer surface of the guide. 13. The unit according to claim 6, characterized in that the guide contains holes, and the protruding energy-absorbing elements are fixed on the inside of the guide and protrude outward through the corresponding holes in the guide. 14. The node according to claim 1, characterized in that the protruding energy-absorbing elements are located at an angle to the guide. 15. The node according to claim 14, characterized in that the protruding energy-absorbing elements have different values of the angle of inclination to the guide in different parts of the guide. 16. The node according to claim 1, characterized in that the protruding energy-absorbing elements have different thicknesses and/or widths in different parts of the guide. 17. The unit according to claim. 1, characterized in that the pusher is made with the possibility of influencing the protruding energy-absorbing elements. 18. The unit according to claim. 1, characterized in that the carriage is equipped with end caps, which are made with the possibility of influencing the protruding energy-absorbing elements. 19. The unit according to claim 18, characterized in that the end caps on the carriage are rotatable. 20. The node according to claim 1, characterized in that the protruding energy-absorbing elements are located along at least one of the surfaces of the guide. 21. Road frontal fencing containing energy-absorbing node according to any one of paragraphs. 1-20, mounted on at least one rack, made with the possibility of connection with a barrier fence or a vehicle.

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