EP2532787A1 - Safety barrier for roads and method for improving the absorption of energy from a light vehicle crashing into such a barrier - Google Patents

Safety barrier for roads and method for improving the absorption of energy from a light vehicle crashing into such a barrier Download PDF

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Publication number
EP2532787A1
EP2532787A1 EP20120171378 EP12171378A EP2532787A1 EP 2532787 A1 EP2532787 A1 EP 2532787A1 EP 20120171378 EP20120171378 EP 20120171378 EP 12171378 A EP12171378 A EP 12171378A EP 2532787 A1 EP2532787 A1 EP 2532787A1
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EP
European Patent Office
Prior art keywords
slide
supports
fixed
barrier
deformable
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.)
Granted
Application number
EP20120171378
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German (de)
French (fr)
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EP2532787B1 (en
Inventor
Jean-Yves Gouiffes
Pascal Proudy
Alain Le Guales
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Rousseau
Original Assignee
Rousseau
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Publication of EP2532787A1 publication Critical patent/EP2532787A1/en
Application granted granted Critical
Publication of EP2532787B1 publication Critical patent/EP2532787B1/en
Priority to HRP20151385TT priority Critical patent/HRP20151385T1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts
    • 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
    • E01F15/025—Combinations of at least two of the barrier member types covered by E01F15/04 - E01F15/08, e.g. rolled steel section or plastic strip backed up by cable, safety kerb topped by rail barrier
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0461—Supports, e.g. posts

Definitions

  • the present invention relates to a traffic lane safety barrier, including but not limited to traffic lanes on engineering structures such as bridges, and to a method for improving the energy absorption of a roadway. shock of a light vehicle against such a barrier.
  • the safety barriers are classified according to their level of restraint: the so-called H1, H2, H3 or H4 levels correspond, respectively, to the resistance required to hold a light truck, a bus, a 16-tonne truck or a heavy truck. 38 tonnes, in case of impact of the barrier.
  • the level H2 corresponds to the restraint of a bus, it is the level of retention of the barrier BN4, barrier installed in standard way on the bridges.
  • the document EP0999310 proposes such a barrier designed to retain both heavy vehicles and light vehicles. To this end, it is proposed to mount, on the same riser, a low slide with a deformable spacer, and a high slide without spacer. During a shock, the lower slide is first impacted to absorb some of the shock. If the shock is important, the two high and low slides are aligned and the extensions dissociate themselves from the vertical supports to which they are fixed in a calibrated manner to obtain a strap effect. In other words, the absorption of the shock is obtained not only by the deformation of the spacers, but also by the strap effect obtained by the rupture of the binding between the riser and the vertical supports.
  • width of deformation means the width necessary to dampen a shock of maximum energy. This width of deformation is measured in the direction perpendicular to the direction of circulation of the vehicles.
  • the safety barriers arranged on the roadways of the bridges are constituted (see figure 1 ) upright vertical supports 1, firmly fixed to the ground by bolts, and provided with three horizontal slides 2. Such a barrier is illustrated in the document US 2008/283806 . These barriers are called "BN4". With a BN4 barrier, it is impossible to obtain a strap effect during a crash of a small vehicle. During a heavy vehicle collision, the posts are detached from the ground in a calibrated manner, while remaining linked to the slides.
  • the levels of restraint H1 to H4 are chosen to prevent the crossing of the barrier by trucks or buses and to prevent them from fall outside the bridge.
  • barriers are extremely dangerous obstacles for light vehicles having a size smaller than buses and trucks, that is to say cars.
  • the impact of a light vehicle against such a barrier causes severe trauma to the vehicle and its passengers.
  • the vehicle must remain straight during and after the impact, although a low roll, pitch and yaw are acceptable.
  • the vehicle After the impact, the vehicle must be redirected to a zone defining a rectangle, also called "CEN exit box", the dimensions of which are standardized according to the vehicle.
  • CEN exit box the dimensions of which are standardized according to the vehicle.
  • the CEN exit box of a passenger vehicle has a length of 10 meters and a width equal to 2.2 meters plus the width of the vehicle and 16% of its length.
  • This rectangle begins at the final intersection between the rear wheels of the vehicle and the barrier ("exit of the vehicle"), and extends along the barrier.
  • the vehicle must not cut the CEN output box by the side parallel to the barrier to meet the standard.
  • the invention therefore aims at providing an economic maintenance safety barrier, which makes it possible both to retain large jigs such as buses or trucks but also to absorb the impact of smaller vehicles, such as cars, without the risk that they crash completely against the barrier, and in a clutter limited general allowing installation in front of and on existing structures.
  • the subject of the invention is a safety barrier intended to be arranged along traffic lanes, comprising, in operational position, supports intended to be firmly fixed to the ground, and at least one slideway secured to the supports, in which the slider, called “lower” slider, is fixed to the supports by means of calibrated deformable spacers, and that the supports comprise dimensionally stable retaining wings arranged in an upper position with respect to the lower slider (120), so that after a shock, the lower slide (120) can be shifted vertically relative to the retaining wings, the lower slide being then further away from the taxiway than the retaining wings.
  • This barrier provides acceptable shock absorption for light vehicles, while ensuring smooth, roll-free, pitch-and-pitch, and roll-free exit behavior.
  • a barrier according to the invention makes it possible to better secure the structures and the occasional obstacles (bridge piers, walls, trees) along conventional traffic routes.
  • the barrier according to the invention also makes it possible to be used in a more general manner (not necessarily in front of an obstacle or on a bridge) to allow the shock absorption of any vehicle while limiting the number of parts to be changed in case of choc.
  • the invention also proposes a method for improving the energy absorption of a shock of a light vehicle against a safety barrier according to the invention, consisting in absorbing at least a portion of the energy of a shock. of a light vehicle by a plastic deformation of the spacers supporting the lower slide, so that the lower slide shifts towards the supports, while the wings of restraint deformable remain in use position above the light vehicle during impact.
  • the method may include absorbing at least a portion of the energy of a light vehicle impact by plastic deformation of the spacers supporting the lower rail, such that the lower rail is shifted toward the carriers, while the rail upper remains in the use position, the two slides then being vertically offset, the lower slide being further away from the taxiway than the upper slide.
  • the document DE 20 2008 011203 describes a temporary security barrier, by reference to the documents WO 2008/062196 and DE 20 2008 003 111 .
  • the barrier comprises a protection profile that is not dimensionally stable, and it provides the lateral retention function of a simple slideway, incompatible with the restraining versatility (light vehicle / heavyweight) permitted by the barrier according to the invention. .
  • the document GB 1,417,109 discloses a barrier comprising supports firmly fixed to the ground, and a slide fastened to the supports via deformable spacers.
  • the slide is arranged such that before the shock, the slide is offset vertically relative to the upper part of the support, the slide then being closer to the traffic lane than the upper part of the support.
  • this barrier concerns only light vehicles.
  • the upper part of the car comes into contact with the upper slide, after hitting the median slide that dampened part of the shock. The car never goes under the upper slide. There is therefore no vertical restraint of the car.
  • Such a barrier can not absorb both the impact of a light vehicle and the impact of a heavy vehicle.
  • the documents DE 20 2008 009832 and CH 693 640 describe a safety barrier with which, during the shock, the vehicle first hits the lower slide and then the upper slide, so that the slide is not offset vertically relative to the upper slide. There is no vertical restraint. Such a barrier can not absorb both the impact of a light vehicle and the impact of a heavy vehicle.
  • the document CH 693 640 specifies that the barrier may comprise a cover integral with the slides and supports, and covering the slideways so as to form a uniform screen without vertical interruption.
  • horizontal and vertical must be understood in relation to the operational position of the safety barrier, ie when it is placed along a traffic lane, ready to to be used.
  • transverse or “longitudinal” families must be understood, respectively, as “perpendicular” or “parallel” to direction of vehicle traffic when the barrier is in operational position.
  • the invention relates to a safety barrier comprising supports firmly fixed to the ground, and at least one slide fastened to the supports, preferably at least two slides secured to the supports.
  • fixed firmly to the ground is meant that the supports are not intended to fold and to separate from the slideway in the event of impact of a light vehicle, contrary to the safety barriers known and used along the tracks of the vehicle.
  • Conventional traffic (motorway type) and using supports having a calibrated impact resistance to yield in case of accident, which allows to obtain a strap effect when the slide separates from the supports.
  • the slideway is fixed to the supports by means of calibrated deformable spacers.
  • the supports comprise non-deformable retaining wings arranged in the upper position relative to the slide.
  • the slide is called “lower” because it is arranged under the retaining wings, and at a height adapted to receive a shock of a light vehicle. It is arranged at level (approximately) of the center of gravity of light vehicles, it ensures its restraint and participates in the absorption of energy.
  • the retaining wings are therefore disposed at a height greater than the height of the center of gravity of the light vehicles.
  • dimensionally stable means that the retaining wing or wings do not deform during a shock of a light vehicle, and remain in the position of use above the light vehicle during the impact, thus allowing a substantially vertical restraint of the light vehicle.
  • the supports firmly fixed to the ground and the wings are deformable made of concrete, possibly armed.
  • the "indeformable" character must not be interpreted absolutely, but in a relative manner with respect to the deformable nature of the spacers.
  • the deformable spacers must deform in case of shock of a light vehicle, while the wings “deformable” must keep their shape to maintain the light vehicle vertically.
  • the standard NF EN 1317-2 specifying the impact conditions for the different types of barrier
  • the skilled person will be able to size the structures according to the desired degree of retention, so that the retractor deforms when the impact of a light vehicle, while the wing remains in place, without deformation, when the vehicle comes into vertical contact with it.
  • the retaining wings are indeformable during the acceptance test considered, when their dynamic deflection (displacement in the event of impact) is zero.
  • the upper part of the wing will touch the top of the side of the light vehicle and press the light vehicle on the ground without deforming.
  • the retaining wings allow a very good control of the output behavior of the light vehicle which is redirected along the barrier according to the invention smoothly, without roll, pitch or laces.
  • the accident vehicle does not cut the trajectory of other vehicles and is not likely to generate new accidents (accidents).
  • the upper part of the retaining wing is equipped with a slide that will secure the heavy vehicle that is higher than a light vehicle.
  • the lower slide is offset vertically relative to the retaining wings, the lower slide being then further away from the taxiway than the retaining wings.
  • An angle is formed between the rail and the end of the retaining wing.
  • FIG. figure 2 A first embodiment of the barrier according to the invention is illustrated in FIG. figure 2 .
  • the barrier is in the position of use, that is to say that it is installed along the edges of a traffic lane, and that it has not yet suffered any shock.
  • the barrier 100 comprises supports 110 having a generally V-coated shape.
  • the wings 111 and 112 of the V are directed towards the traffic lane 200 to the right on the figure 2 .
  • the trough 113 of the V is directed to the left of the figure 2 .
  • One of the wings 112 is called “fixing wing” because it is intended to be fixed to the ground.
  • this floor is constituted by a sidewalk 210.
  • the supports 110 may be sealed in the ground.
  • a lower slideway 120 is fixed to the recess 113 of the V-shaped support.
  • This fixation is carried out by means of a calibrated deformable spacer 121.
  • This means that the deformation is controlled both in its intensity and in its general direction, thanks to the structure (arrangement and / or thickness of the materials used).
  • Such spacers are already known per se to those skilled in the art.
  • An upper slide 130 is attached to the other wing of the support.
  • This wing is called “retaining wing” because it is shaped to hold trucks in case of impact against the safety barrier and against the upper slide.
  • the two slides 120 and 130 are, in operational position, aligned substantially vertically with respect to the ground. Thus, in case of shock of a truck, the two slides participate in the containment of the truck.
  • FIG. figure 3 The case of a collision of a car against the barrier according to the invention is illustrated in FIG. figure 3 .
  • the deformable retractor 121 has compressed during the shock with the car thus participating in the absorption of this shock to reduce the intensity felt by the passengers of the car.
  • the upper and lower slides are offset vertically, that is to say they form an angle ⁇ between them.
  • the the opposite side to the angle ⁇ has a length L f equal to the deformation width, that is to say L1-L2 (L1 "minus" L2).
  • the barrier according to the invention can be installed on a sidewalk 210. This installation is carried out so that the lower slide 120 is disposed at a distance L1 from the edge of the sidewalk this distance is the same as that at which the slides of the safety barriers of the state of the art are arranged.
  • the intensity of the shock felt by the passengers of a car is much lower with a safety barrier according to the invention compared to a security barrier of the state of the art shown in FIG. figure 1 .
  • the safety barriers of the state of the art represented by the dashed curve on the figure 4
  • passengers experience a first shock when the car hits the sidewalk.
  • This first shock is materialized on the curve by the first vertex S1.
  • this intensity decreases, the time the car travels the distance L1 between the edge of the sidewalk and the slide 2 carried by the supports 1.
  • the intensity of the shock increases to a maximum S2 where the car is stopped by the support 1 which remains fixed and vertical.
  • the intensity of the shock felt by the passengers of a car is much lower.
  • curve C2 in solid lines on the figure 4
  • the passengers undergo a first shock identical to that felt with a barrier according to the invention (see top S1 of the curve).
  • the barrier according to the invention must be installed at the same distance L1 from the sidewalk edge as the barriers of the prior art.
  • the intensity of the shock then decreases, the time that the car hitting the slide 120 of the barrier according to the invention.
  • the deformable retractor 121 begins its deformation by absorbing the shock.
  • the curve C2 continues to decrease after the peak S1.
  • the spacer 121 can no longer absorb the energy of the shock.
  • the intensity of the shock increases since the car is stopped by the supports 113 of the barrier according to the invention which does not deform and remains fixed to the ground.
  • the maximum intensity of the shock felt by the passengers when the car is stopped by the supports 113 is much lower than the intensity of the impact felt with a barrier according to the state of the art (vertex S2 of the curve C1) of the figure 4 .
  • a barrier according to the invention not only reduces the intensity of the shock felt by the passengers but also to control the output behavior of the light vehicle because the retaining wing keeps the car on the ground.
  • these effects are achieved with a barrier that can be installed in accordance with the regulations in force, including but not limited to a structure without having to widen the sidewalks and / or the bridge.
  • the barrier according to the invention is therefore economical maintenance and can be arranged along any traffic lane (not only on the structures or along the road). punctual obstacles or walls).
  • the safety barrier according to the invention comprises a third slide 140 associated with the upper slide 130 via a spacer 150-151.
  • the slide 140 is disposed above the slide 130 by the spacer 150.
  • the spacer 151 may be deformable in a calibrated manner to press against the support 110 in the event of impact of a van. This calibrated deformation of the spacer 151 improves the shock absorption of such a vehicle, which should also hit the lower slide 120.
  • the variant of the figure 7 comprises a third slide 160 fixed on the support 110 via a spacer 161, preferably deformable.
  • FIGS. Figures 8 to 10 Three variants of a second embodiment are illustrated in FIGS. Figures 8 to 10 .
  • the supports 210 have a substantially vertical fastening portion 212 having a general shape "I" and intended to be fixed to the ground.
  • the fixing portion 212 is provided with a dimensionally stable retaining flange 211 on which is fixed a slide 130 upper.
  • a lower slide 120 is attached to a deformable spacer 221, the two slides being substantially vertically aligned in operative position. After a shock (not illustrated), the two slides 120-130 are offset vertically, the lower slide 120 being further from the the upper slide 130. Thanks to this angle ⁇ formed between the two slides, a light vehicle is retained during an impact by the retaining wing 211, so that the output behavior of the vehicle is controlled and the risks of a limited accident.
  • the second embodiment may also comprise at least a third slide 140, associated with the upper slide 130 through a spacer 150-151.
  • the slide 140 is disposed above the slide 130 by the spacer 250.
  • the spacer 251 can be deformable in a calibrated manner to press against the support 210 in the event of impact of a van.
  • This second embodiment is useful in places where there is no room. Nevertheless, the shock absorption may be slightly lower than the first embodiment of the Figures 2 to 7 .
  • the fact that the holding wing forms an angle with the ground, and therefore the direction of traffic of the vehicles, allows optimal control of the output behavior of light vehicles.
  • the shape of the V coated can be rounded to become a form close to C.
  • the absorption of the shock by a barrier according to the invention can be measured using, for example, accelerometers conventionally used in the automotive industry to measure impacts on vehicles, especially during crash test.
  • accelerometers conventionally used in the automotive industry to measure impacts on vehicles, especially during crash test.
  • FIG. figure 1 the skilled person knows many techniques and materials to measure the effectiveness of the barrier according to the invention with respect to a known barrier illustrated in FIG. figure 1 .

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
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Abstract

The barrier (100) has V supports (110) fixed firmly on ground in operative position, and lower and upper slides (120, 130) fixed to the supports. The lower slide is fixed to the supports by a deformable spacer (121) in a calibrated manner. The supports include non-deformable V shaped retaining wings (111, 112) arranged in an upper position with respect to the lower slide, so that the lower slide is shifted vertically with respect to the wings after an impact when the wings remain in utilization position above a light vehicle. The lower slide is remote from a traffic lane (200) as the wings. An independent claim is also included for a method for improving absorption of energy of impact of light vehicle moving in a traffic lane against a safety barrier.

Description

La présente invention se rapporte à une barrière de sécurité pour voie de circulation, notamment mais non exclusivement les voies de circulation sur des ouvrages d'art tels que des ponts, et à un procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger contre une telle barrière.The present invention relates to a traffic lane safety barrier, including but not limited to traffic lanes on engineering structures such as bridges, and to a method for improving the energy absorption of a roadway. shock of a light vehicle against such a barrier.

Actuellement, il existe des barrières de sécurité pour voies de circulation permettant de retenir à la fois les véhicules lourds et les véhicules légers. Ces barrières présentent un niveau de retenue dit « H2 », correspondant à la résistance nécessaire pour retenir un bus en cas de percussion de la barrière.Currently, there are road safety barriers to retain both heavy and light vehicles. These barriers have a level of containment said "H2", corresponding to the resistance required to retain a bus in case of percussion of the barrier.

Les barrières de sécurité sont classées selon leur niveau de retenue: les niveaux dits H1, H2, H3 ou H4 correspondent, respectivement, à la résistance nécessaire pour retenir un camion léger, un bus, un poids lourd de 16 tonnes ou un poids lourd de 38 tonnes, en cas de percussion de la barrière. Le niveau H2 correspond à la retenue d'un bus, c'est le niveau de retenue de la barrière BN4, barrière installée de manière standard sur les ponts.The safety barriers are classified according to their level of restraint: the so-called H1, H2, H3 or H4 levels correspond, respectively, to the resistance required to hold a light truck, a bus, a 16-tonne truck or a heavy truck. 38 tonnes, in case of impact of the barrier. The level H2 corresponds to the restraint of a bus, it is the level of retention of the barrier BN4, barrier installed in standard way on the bridges.

Le document EP0999310 propose une telle barrière prévue pour retenir à la fois les véhicules lourds et les véhicules légers. A cette fin, il est proposé de monter, sur une même rehausse, une glissière basse munie d'un écarteur déformable, et une glissière haute sans écarteur. Lors d'un choc, la glissière basse est d'abord impactée pour absorber une partie du choc. Si le choc est important, les deux glissières haute et basse s'alignent et les rehausses se désolidarisent des supports verticaux auxquels elles sont fixées de manière calibrée pour obtenir un effet de sangle. Autrement dit, l'absorption du choc est obtenue non seulement par la déformation des écarteurs, mais également par l'effet de sangle obtenu par la rupture de la fixation entre la rehausse et les supports verticaux.The document EP0999310 proposes such a barrier designed to retain both heavy vehicles and light vehicles. To this end, it is proposed to mount, on the same riser, a low slide with a deformable spacer, and a high slide without spacer. During a shock, the lower slide is first impacted to absorb some of the shock. If the shock is important, the two high and low slides are aligned and the extensions dissociate themselves from the vertical supports to which they are fixed in a calibrated manner to obtain a strap effect. In other words, the absorption of the shock is obtained not only by the deformation of the spacers, but also by the strap effect obtained by the rupture of the binding between the riser and the vertical supports.

Une telle barrière nécessite donc une largeur de déformation importante pour pouvoir bénéficier de l'effet de sangle. On entend par « largeur de déformation » la largeur nécessaire pour amortir un choc d'énergie maximum. Cette largeur de déformation est mesurée dans la direction perpendiculaire à la direction de circulation des véhicules.Such a barrier therefore requires a large deformation width to be able to benefit from the strap effect. The term "width of deformation" means the width necessary to dampen a shock of maximum energy. This width of deformation is measured in the direction perpendicular to the direction of circulation of the vehicles.

Or, il existe de nombreux cas dans lesquels on cherche à limiter la largeur de déformation : par exemple, au droit des piles de ponts, le long des murs des tunnels et, plus généralement, devant des obstacles rigides disposés à proximité immédiate de la voie de circulation. Dans ces cas, on ne dispose pas de suffisamment de place pour permettre une libération des glissières et obtenir l'effet de sangle, car on ne peut pas écarter la barrière de l'obstacle sans risquer de mettre les glissières en saillie sur la voie de circulationHowever, there are many cases in which it seeks to limit the width of deformation: for example, the right bridge piles, along the walls of tunnels and, more generally, in front of rigid obstacles disposed in the immediate vicinity of the track of circulation. In these cases, there is not enough room to allow a release of the slides and to obtain the effect of strap, because we can not remove the obstacle barrier without risking to put the rails protruding on the way of traffic

Ce problème se pose également pour les voies de circulation sur les ouvrages d'art. En effet, leur largeur est limitée au maximum pour limiter les coûts de fabrication. Il n'est donc pas possible de prévoir des barrières de sécurité utilisant l'effet de sangle des glissières pour retenir les véhicules lourds ou légers. Les barrières utilisées sont donc fermement ancrées au sol, de sorte que les glissières et les supports verticaux ne sont pas désolidarisés en cas de choc, même violent, y compris d'un véhicule lourd.This problem also arises for the traffic lanes on the structures. Indeed, their width is limited to the maximum to limit manufacturing costs. It is therefore not possible to provide safety barriers using the strap effect of the slides to retain heavy or light vehicles. The barriers used are firmly anchored to the ground, so that the slides and the vertical supports are not detached in case of impact, even violent, including a heavy vehicle.

Actuellement, les barrières de sécurité disposées sur les voies de circulation des ponts sont constituées (voir figure 1) de supports verticaux droits 1, fermement fixés au sol par des boulons, et munis de trois glissières horizontales 2. Une telle barrière est illustrée dans le document US 2008/283806 . Ces barrières sont appelées « BN4 ». Avec une barrière BN4, il est impossible d'obtenir un effet de sangle lors d'un choc d'un petit véhicule. Lors d'un choc de véhicule lourd, les poteaux se détachent du sol de manière calibrée, tout en restant liés aux glissières.At present, the safety barriers arranged on the roadways of the bridges are constituted (see figure 1 ) upright vertical supports 1, firmly fixed to the ground by bolts, and provided with three horizontal slides 2. Such a barrier is illustrated in the document US 2008/283806 . These barriers are called "BN4". With a BN4 barrier, it is impossible to obtain a strap effect during a crash of a small vehicle. During a heavy vehicle collision, the posts are detached from the ground in a calibrated manner, while remaining linked to the slides.

Les niveaux de retenue H1 à H4 sont choisis pour prévenir la traversée de la barrière par des camions ou des bus et éviter qu'ils ne tombent à l'extérieur du pont. Cependant, de telles barrières constituent des obstacles extrêmement dangereux pour des véhicules légers ayant une taille inférieure aux bus et aux camions, c'est-à-dire les voitures. Le choc d'un véhicule léger contre une telle barrière cause des traumatismes sévères au véhicule et à ses passagers.The levels of restraint H1 to H4 are chosen to prevent the crossing of the barrier by trucks or buses and to prevent them from fall outside the bridge. However, such barriers are extremely dangerous obstacles for light vehicles having a size smaller than buses and trucks, that is to say cars. The impact of a light vehicle against such a barrier causes severe trauma to the vehicle and its passengers.

Par ailleurs, il a été constaté que de telles barrières peuvent être dangereuses lors de choc de véhicules légers : sévérité, comportement du véhicule en sortie de barrièreMoreover, it has been found that such barriers can be dangerous during impact of light vehicles: severity, behavior of the vehicle at the barrier exit

En effet, selon les normes en vigueur en France (norme NF EN1317-2), le véhicule doit rester droit pendant et après le choc, bien qu'un faible roulis, tangage et lacet soient acceptables. Après le choc, le véhicule doit être redirigé dans une zone définissant un rectangle, également appelée « boîte de sortie CEN », dont les dimensions sont normées en fonction du véhicule. Par exemple, la boîte de sortie CEN d'un véhicule de tourisme a une longueur de 10 mètres et une largeur égale à 2,2 mètre augmentée de la largeur du véhicule et de 16% de sa longueur.Indeed, according to the standards in force in France (standard NF EN1317-2), the vehicle must remain straight during and after the impact, although a low roll, pitch and yaw are acceptable. After the impact, the vehicle must be redirected to a zone defining a rectangle, also called "CEN exit box", the dimensions of which are standardized according to the vehicle. For example, the CEN exit box of a passenger vehicle has a length of 10 meters and a width equal to 2.2 meters plus the width of the vehicle and 16% of its length.

Ce rectangle débute à l'intersection finale entre les roues arrière du véhicule et la barrière (« sortie du véhicule »), et s'étend le long de la barrière. Le véhicule ne doit pas couper la boîte de sortie CEN par le côté parallèle à la barrière pour satisfaire à la norme.This rectangle begins at the final intersection between the rear wheels of the vehicle and the barrier ("exit of the vehicle"), and extends along the barrier. The vehicle must not cut the CEN output box by the side parallel to the barrier to meet the standard.

Or, avec des barrières prévues pour les poids lourds, les véhicules légers rebondissent en cas de choc et peuvent sortir de la boîte de sortie CEN par le côté parallèle, tout en présentant une sortie avec des roulis, tangages et lacets inacceptables. En outre, on constate souvent des sorties en tonneaux.However, with the barriers provided for heavy vehicles, light vehicles bounce in the event of an impact and can exit the CEN output box by the parallel side, while having an exit with rolls, pitch and laces unacceptable. In addition, there are often rolled out barrels.

Il n'existe donc actuellement aucune barrière de niveau de retenue H2 permettant une maîtrise suffisante du comportement d'un véhicule léger au cours et après le choc, tout en proposant une largeur de déformation limitée, et à un coût économique.There is therefore currently no H2 restraint level barrier allowing a sufficient control of the behavior of a light vehicle during and after the shock, while proposing a limited width of deformation, and at an economic cost.

L'invention vise donc à proposer une barrière de sécurité d'entretien économique, permettant à la fois de retenir des véhicules de gros gabarits tels que les bus ou les camions mais également de permettre d'absorber le choc de véhicules de plus petits gabarits, tels que les voitures, sans risquer que ces dernières ne s'écrasent totalement contre la barrière, et ce, dans un encombrement général limité permettant une installation devant et sur des ouvrages existants.The invention therefore aims at providing an economic maintenance safety barrier, which makes it possible both to retain large jigs such as buses or trucks but also to absorb the impact of smaller vehicles, such as cars, without the risk that they crash completely against the barrier, and in a clutter limited general allowing installation in front of and on existing structures.

A cette fin, l'invention a pour objet une barrière de sécurité destinée à être disposée le long de voies de circulation, comprenant, en position opérationnelle, des supports destinés à être fixés fermement au sol, et au moins une glissière assujettie aux supports, dans laquelle la glissière, dite « inférieure », est fixée aux supports par l'intermédiaire d'écarteurs déformables de manière calibrée, et que les supports comprennent des ailes de retenue indéformables agencées en position supérieure par rapport à la glissière (120) inférieure, de telle sorte qu'après un choc, la glissière (120) inférieure puisse être décalée verticalement par rapport aux ailes de retenue, la glissière inférieure étant alors plus éloignée de la voie de circulation que les ailes de retenue..To this end, the subject of the invention is a safety barrier intended to be arranged along traffic lanes, comprising, in operational position, supports intended to be firmly fixed to the ground, and at least one slideway secured to the supports, in which the slider, called "lower" slider, is fixed to the supports by means of calibrated deformable spacers, and that the supports comprise dimensionally stable retaining wings arranged in an upper position with respect to the lower slider (120), so that after a shock, the lower slide (120) can be shifted vertically relative to the retaining wings, the lower slide being then further away from the taxiway than the retaining wings.

Selon d'autres modes de réalisations :

  • la barrière de sécurité peut comprendre au moins deux glissières assujetties aux supports, une des glissières dite « inférieure » étant fixée aux supports par l'intermédiaire d'écarteurs déformables de manière calibrée, et l'autre glissière dite « supérieure » étant fixée aux supports par l'intermédiaire des ailes de retenue indéformables, de telle sorte qu'en position opérationnelle, les deux glissières soient alignées sensiblement verticalement, et qu'après un choc, les deux glissières puissent être décalées verticalement, la glissière inférieure étant plus éloignée de la voie de circulation que la glissière supérieure ;
  • les supports peuvent avoir une forme générale en V couché, les ailes du V étant dirigées vers la voie de circulation et constituant une aile dite « aile de fixation » destinée à être fixée au sol et une aile de retenue, et dans laquelle la glissière inférieure est fixée au creux du V par l'intermédiaire d'écarteurs déformables de manière calibrée, et la glissière supérieure est fixée à l'aile de retenue, les deux glissière étant, en position opérationnelle, alignées sensiblement verticalement par rapport au sol ;
  • les supports peuvent présenter une partie de fixation sensiblement verticale ayant une forme générale en « I » et destinée à être fixée au sol, la partie de fixation étant munie d'une aile de retenue indéformable sur laquelle est fixée la glissière supérieure, et d'un écarteur déformable sur lequel est fixée la glissière inférieure, les deux glissières étant alignées sensiblement verticalement en position opérationnelle ;
  • la barrière de sécurité peut comprendre, en outre, une troisième glissière ;
  • la troisième glissière peut être associée à la glissière supérieure par une entretoise fixée sur l'aile de retenue du support ; et/ou
  • l'entretoise peut être déformable de manière calibrée pour absorber une partie d'un choc.
According to other embodiments:
  • the security barrier may comprise at least two slides secured to the supports, one of the "lower" slides being fixed to the supports by means of calibrated deformable spacers, and the other "upper" slide being fixed to the supports through the non-deformable retaining wings, so that in operational position, the two rails are aligned substantially vertically, and that after an impact, the two slides can be offset vertically, the lower slide being further from the traffic lane as the upper slide;
  • the supports may have a generally V-shaped lying down, the wings of the V being directed towards the taxiway and constituting a so-called "wing fixation" intended to be fixed to the ground and a retaining wing, and wherein the lower slide is fixed to the hollow of the V via calibrated deformable spacers, and the upper slide is fixed to the retaining flange, the two slide being, in operational position, aligned substantially vertically with respect to the ground;
  • the supports may have a substantially vertical fixing portion having a general shape of "I" and intended to be fixed to the ground, the fixing portion being provided with a dimensionally stable retaining flange on which is fixed the upper slide, and a deformable spacer on which is fixed the lower slide, the two rails being aligned substantially vertically in operational position;
  • the security barrier may further comprise a third slide;
  • the third slide can be associated with the upper slide by a spacer fixed on the support retaining flange; and or
  • the spacer may be deformable in a calibrated manner to absorb a portion of a shock.

Cette barrière permet une absorption de choc acceptable pour les véhicules légers, tout en garantissant un comportement de sortie sans à coup, sans roulis, tangages ni lacets, et sans tonneaux.This barrier provides acceptable shock absorption for light vehicles, while ensuring smooth, roll-free, pitch-and-pitch, and roll-free exit behavior.

Une barrière selon l'invention permet de mieux sécuriser les ouvrages d'art et les obstacles ponctuels (piles de pont, murs, arbres) le long de voies de circulation classiques. La barrière selon l'invention permet également d'être utilisée d'une manière plus générale (pas nécessairement devant un obstacle ou sur un pont) pour permettre l'absorption de chocs de tout véhicule tout en limitant le nombre de pièces à changer en cas de choc.A barrier according to the invention makes it possible to better secure the structures and the occasional obstacles (bridge piers, walls, trees) along conventional traffic routes. The barrier according to the invention also makes it possible to be used in a more general manner (not necessarily in front of an obstacle or on a bridge) to allow the shock absorption of any vehicle while limiting the number of parts to be changed in case of choc.

L'invention propose également un procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger contre une barrière de sécurité selon l'invention, consistant à absorber au moins une partie de l'énergie d'un choc d'un véhicule léger par une déformation plastique des écarteurs supportant la glissière inférieure, de sorte que la glissière inférieure se décale vers les supports, alors que les ailes de retenue indéformables restent en position d'utilisation au-dessus du véhicule léger pendant le choc.The invention also proposes a method for improving the energy absorption of a shock of a light vehicle against a safety barrier according to the invention, consisting in absorbing at least a portion of the energy of a shock. of a light vehicle by a plastic deformation of the spacers supporting the lower slide, so that the lower slide shifts towards the supports, while the wings of restraint deformable remain in use position above the light vehicle during impact.

Le procédé peut consister à absorber au moins une partie de l'énergie d'un choc d'un véhicule léger par une déformation plastique des écarteurs supportant la glissière inférieure, de sorte que la glissière inférieure se décale vers les supports, alors que la glissière supérieure reste en position d'utilisation, les deux glissières étant alors décalées verticalement, la glissière inférieure étant plus éloignée de la voie de circulation que la glissière supérieure.The method may include absorbing at least a portion of the energy of a light vehicle impact by plastic deformation of the spacers supporting the lower rail, such that the lower rail is shifted toward the carriers, while the rail upper remains in the use position, the two slides then being vertically offset, the lower slide being further away from the taxiway than the upper slide.

Dans l'état de la technique, le document DE 20 2008 011203 décrit une barrière de sécurité temporaire, par référence aux documents WO 2008/062196 et DE 20 2008 003 111 . La barrière comprend un profilé de protection qui n'est pas indéformable, et il assure la fonction de retenue latérale d'une simple glissière, incompatible avec la polyvalence de retenue (véhicule léger/poids-lourd) permise par la barrière selon l'invention.In the state of the art, the document DE 20 2008 011203 describes a temporary security barrier, by reference to the documents WO 2008/062196 and DE 20 2008 003 111 . The barrier comprises a protection profile that is not dimensionally stable, and it provides the lateral retention function of a simple slideway, incompatible with the restraining versatility (light vehicle / heavyweight) permitted by the barrier according to the invention. .

De même, le document GB 1 417 109 décrit une barrière comprenant des supports fixés fermement au sol, et une glissière fixée aux supports par l'intermédiaire d'écarteurs déformables. La glissière est agencée de telle sorte qu'avant le choc, la glissière est décalée verticalement par rapport à la partie supérieure du support, la glissière étant alors plus proche de la voie de circulation que la partie supérieure du support. Compte-tenu des dimensions données dans ce document, cette barrière concerne uniquement les véhicules légers. Ainsi, il est expliqué que la partie supérieure de la voiture entre en contact avec la glissière supérieure, après avoir percuté la glissière médiane qui a amorti une partie du choc. La voiture ne passe donc jamais sous la glissière supérieure. Il n'y a donc pas de retenue verticale de la voiture. Une telle barrière ne peut absorber à la fois le choc d'un véhicule léger et le choc d'un poids-lourd.Similarly, the document GB 1,417,109 discloses a barrier comprising supports firmly fixed to the ground, and a slide fastened to the supports via deformable spacers. The slide is arranged such that before the shock, the slide is offset vertically relative to the upper part of the support, the slide then being closer to the traffic lane than the upper part of the support. Given the dimensions given in this document, this barrier concerns only light vehicles. Thus, it is explained that the upper part of the car comes into contact with the upper slide, after hitting the median slide that dampened part of the shock. The car never goes under the upper slide. There is therefore no vertical restraint of the car. Such a barrier can not absorb both the impact of a light vehicle and the impact of a heavy vehicle.

Par ailleurs, les documents DE 20 2008 009832 et CH 693 640 décrivent une barrière de sécurité avec laquelle, lors du choc, le véhicule percute d'abord la glissière inférieure puis la glissière supérieure, de sorte que la glissière n'est pas décalée verticalement par rapport à la glissière supérieure. Il n'y a donc pas de retenue verticale. Une telle barrière ne peut absorber à la fois le choc d'un véhicule léger et le choc d'un poids-lourd. Le document CH 693 640 précise que la barrière peut comprendre un capot solidaire des glissières et des supports, et recouvrant les glissières de manière à former un écran uniforme sans interruption verticale.In addition, the documents DE 20 2008 009832 and CH 693 640 describe a safety barrier with which, during the shock, the vehicle first hits the lower slide and then the upper slide, so that the slide is not offset vertically relative to the upper slide. There is no vertical restraint. Such a barrier can not absorb both the impact of a light vehicle and the impact of a heavy vehicle. The document CH 693 640 specifies that the barrier may comprise a cover integral with the slides and supports, and covering the slideways so as to form a uniform screen without vertical interruption.

Enfin, les documents EP 0 999 310 et EP 0 810 325 décrivent une barrière similaire au document DE 20 2008 009832 .Finally, the documents EP 0 999 310 and EP 0 810 325 describe a barrier similar to the document DE 20 2008 009832 .

D'autres caractéristiques de l'invention seront énoncées dans la description détaillée ci-après faite en référence aux figures annexées qui représentent, respectivement :

  • la figure 1, une vue schématique de profil d'une barrière de sécurité BN4 selon l'état de la technique ;
  • la figure 2, une vue schématique de profil d'un premier mode de réalisation d'une barrière selon l'invention avant un choc d'une voiture ;
  • la figure 3, une vue schématique de profil du mode de réalisation de la figure 2, après un choc d'une voiture ;
  • la figure 4, un diagramme illustrant l'intensité d'un choc au cours du temps ressenti par une voiture contre une barrière de l'état de la technique et contre une barrière selon l'invention ;
  • les figures 5 à 7, des vues schématiques de profil de trois variantes du mode de réalisation de la figure 2 d'une barrière selon l'invention ; et
  • les figures 8 à 10, des vues schématiques de profil de trois variantes d'un deuxième mode de réalisation d'une barrière selon l'invention.
Other characteristics of the invention will be set forth in the following detailed description with reference to the appended figures which represent, respectively:
  • the figure 1 , a schematic side view of a BN4 safety barrier according to the state of the art;
  • the figure 2 , a schematic side view of a first embodiment of a barrier according to the invention before a collision of a car;
  • the figure 3 , a schematic profile view of the embodiment of the figure 2 after a shock of a car;
  • the figure 4 a diagram illustrating the intensity of a shock over the time felt by a car against a barrier of the state of the art and against a barrier according to the invention;
  • the Figures 5 to 7 , schematic profile views of three variants of the embodiment of the figure 2 a barrier according to the invention; and
  • the Figures 8 to 10 , Schematic profile views of three variants of a second embodiment of a barrier according to the invention.

Les termes de la famille « horizontal » et « vertical » doivent être compris par rapport à la position opérationnelle de la barrière de sécurité, c'est-à-dire lorsqu'elle est placée le long d'une voie de circulation, prête à être utilisée. Les termes des familles « transversal » ou « longitudinal » doivent être compris, respectivement, comme « perpendiculaire » ou « parallèle » au sens de circulation des véhicules lorsque la barrière est en position opérationnelle.The terms "horizontal" and "vertical" family must be understood in relation to the operational position of the safety barrier, ie when it is placed along a traffic lane, ready to to be used. The terms "transverse" or "longitudinal" families must be understood, respectively, as "perpendicular" or "parallel" to direction of vehicle traffic when the barrier is in operational position.

D'une manière générale, l'invention concerne une barrière de sécurité comprenant des supports fixés fermement au sol, et au moins une glissière assujettie aux supports, de préférence au moins deux glissières assujetties aux supports. On entend par « fixé fermement au sol » le fait que les supports ne sont pas destinés à plier et à se séparer de la glissière en cas de choc d'un véhicule léger, contrairement aux barrières de sécurités connues et utilisées le long des voies de circulation classiques (type autoroute), et qui utilisent des supports ayant une résistance au choc calibrée pour céder en cas d'accident, ce qui permet d'obtenir un effet de sangle lorsque la glissière se sépare des supports.In general, the invention relates to a safety barrier comprising supports firmly fixed to the ground, and at least one slide fastened to the supports, preferably at least two slides secured to the supports. By "fixed firmly to the ground" is meant that the supports are not intended to fold and to separate from the slideway in the event of impact of a light vehicle, contrary to the safety barriers known and used along the tracks of the vehicle. Conventional traffic (motorway type), and using supports having a calibrated impact resistance to yield in case of accident, which allows to obtain a strap effect when the slide separates from the supports.

Selon l'invention, la glissière est fixée aux supports par l'intermédiaire d'écarteurs déformables de manière calibrée. En outre, les supports comprennent des ailes de retenue indéformables agencées en position supérieure par rapport à la glissière.According to the invention, the slideway is fixed to the supports by means of calibrated deformable spacers. In addition, the supports comprise non-deformable retaining wings arranged in the upper position relative to the slide.

C'est pourquoi la glissière est dite « inférieure », car elle est agencée sous les ailes de retenue, et à une hauteur adaptée pour recevoir un choc d'un véhicule léger. Elle est disposée à niveau (environ) du centre de gravité des véhicules légers, elle assure sa retenue et participe à l'absorption de l'énergie. Les ailes de retenues sont donc disposées à une hauteur supérieure à la hauteur du centre de gravité des véhicules légers.This is why the slide is called "lower" because it is arranged under the retaining wings, and at a height adapted to receive a shock of a light vehicle. It is arranged at level (approximately) of the center of gravity of light vehicles, it ensures its restraint and participates in the absorption of energy. The retaining wings are therefore disposed at a height greater than the height of the center of gravity of the light vehicles.

On entend par « indéformable » le fait que la ou les ailes de retenue ne se déforment pas lors d'un choc d'un véhicule léger, et restent en position d'utilisation au-dessus du véhicule léger pendant le choc, permettant ainsi une retenue sensiblement verticale du véhicule léger. Par exemple, les supports fixés fermement au sol et les ailes indéformables sont réalisée en béton, éventuellement armé.The term "dimensionally stable" means that the retaining wing or wings do not deform during a shock of a light vehicle, and remain in the position of use above the light vehicle during the impact, thus allowing a substantially vertical restraint of the light vehicle. For example, the supports firmly fixed to the ground and the wings are deformable made of concrete, possibly armed.

Ainsi, le caractère « indéformable » ne doit pas être interprété de manière absolue, mais de manière relative par rapport au caractère déformable des écarteurs. Ainsi, l'homme du métier comprendra de ce qui suit, que les écarteurs déformables doivent se déformer en cas de choc d'un véhicule léger, alors que les ailes « indéformables » doivent garder leur forme pour maintenir verticalement le véhicule léger.Thus, the "indeformable" character must not be interpreted absolutely, but in a relative manner with respect to the deformable nature of the spacers. Thus, those skilled in the art will understand of what follows, that the deformable spacers must deform in case of shock of a light vehicle, while the wings "deformable" must keep their shape to maintain the light vehicle vertically.

Autrement dit, la norme NF EN 1317-2 précisant les conditions d'impact pour les différents types de barrière, l'homme du métier sera capable de dimensionner les structures en fonction du degré de retenue souhaité, afin que l'écarteur se déforme lors de l'impact d'un véhicule léger, alors que l'aile de retenue reste en place, sans déformation, lorsque le véhicule entre en contact vertical avec elle. En termes d'essais d'homologation, on considèrera que les ailes de retenue sont indéformables lors de l'essai d'acceptation considéré, lorsque leur déflexion dynamique (déplacement en cas de choc) est nulle.In other words, the standard NF EN 1317-2 specifying the impact conditions for the different types of barrier, the skilled person will be able to size the structures according to the desired degree of retention, so that the retractor deforms when the impact of a light vehicle, while the wing remains in place, without deformation, when the vehicle comes into vertical contact with it. In terms of homologation tests, it will be considered that the retaining wings are indeformable during the acceptance test considered, when their dynamic deflection (displacement in the event of impact) is zero.

En cas de choc d'un véhicule léger, la partie haute de l'aile de retenue va toucher le haut du côté du véhicule léger et plaquer le véhicule léger au sol sans se déformer. Ainsi, les ailes de retenues permettent une très bonne maitrise du comportement de sortie du véhicule léger qui est redirigé le long de la barrière selon l'invention sans à coup, sans roulis, tangages ni lacets. Le véhicule accidenté ne coupe donc pas la trajectoire des autres véhicules et ne risque pas de générer des nouveaux accidents (sur accidents).In case of impact of a light vehicle, the upper part of the wing will touch the top of the side of the light vehicle and press the light vehicle on the ground without deforming. Thus, the retaining wings allow a very good control of the output behavior of the light vehicle which is redirected along the barrier according to the invention smoothly, without roll, pitch or laces. The accident vehicle does not cut the trajectory of other vehicles and is not likely to generate new accidents (accidents).

Si la barrière est prévue pour retenir également des véhicules lourds, la partie haute de l'aile de retenue est équipée d'une glissière qui assurera la retenue du véhicule lourd qui est plus haut qu'un véhicule léger.If the barrier is designed to retain heavy vehicles as well, the upper part of the retaining wing is equipped with a slide that will secure the heavy vehicle that is higher than a light vehicle.

Après un choc, la glissière inférieure est décalée verticalement par rapport aux ailes de retenue, la glissière inférieure étant alors plus éloignée de la voie de circulation que les ailes de retenue. Un angle se forme donc entre la lisse et l'extrémité de l'aile de retenue.After an impact, the lower slide is offset vertically relative to the retaining wings, the lower slide being then further away from the taxiway than the retaining wings. An angle is formed between the rail and the end of the retaining wing.

Un premier mode de réalisation de la barrière selon l'invention est illustré en figure 2. Sur cette figure la barrière est en position d'utilisation, c'est-à-dire qu'elle est installée le long des bords d'une voie de circulation, et qu'elle n'a subi encore aucun choc.A first embodiment of the barrier according to the invention is illustrated in FIG. figure 2 . In this figure the barrier is in the position of use, that is to say that it is installed along the edges of a traffic lane, and that it has not yet suffered any shock.

La barrière 100 selon l'invention comprend des supports 110 présentant une forme générale en V couché. Sur la figure, les ailes 111 et 112 du V sont dirigées vers la voie de circulation 200 à droite sur la figure 2. Autrement dit, le creux 113 du V est dirigé vers la gauche de la figure 2. L'une des ailes 112 est dite « aile de fixation » car elle est destinée à être fixée au sol.The barrier 100 according to the invention comprises supports 110 having a generally V-coated shape. In the figure, the wings 111 and 112 of the V are directed towards the traffic lane 200 to the right on the figure 2 . In other words, the trough 113 of the V is directed to the left of the figure 2 . One of the wings 112 is called "fixing wing" because it is intended to be fixed to the ground.

En général, mais non exclusivement, ce sol est constitué par un trottoir 210. Alternativement, les supports 110 peuvent être scellés dans le sol.In general, but not exclusively, this floor is constituted by a sidewalk 210. Alternatively, the supports 110 may be sealed in the ground.

Selon l'invention, une glissière inférieure 120 est fixée au creux 113 du support en V. Cette fixation est réalisée par l'intermédiaire d'un écarteur 121 déformable de manière calibrée. Ceci signifie que la déformation est maîtrisée tant dans son intensité que dans sa direction générale, et ce grâce à la structure (agencement et/ou épaisseur des matériaux utilisés). De tels écarteurs sont déjà connus en soi de l'homme du métier.According to the invention, a lower slideway 120 is fixed to the recess 113 of the V-shaped support. This fixation is carried out by means of a calibrated deformable spacer 121. This means that the deformation is controlled both in its intensity and in its general direction, thanks to the structure (arrangement and / or thickness of the materials used). Such spacers are already known per se to those skilled in the art.

Une glissière supérieure 130 est fixée à l'autre aile du support. Cette aile est appelée « aile de retenue » car elle est conformée pour permettre de retenir des camions en cas de choc contre la barrière de sécurité et contre la glissière supérieure.An upper slide 130 is attached to the other wing of the support. This wing is called "retaining wing" because it is shaped to hold trucks in case of impact against the safety barrier and against the upper slide.

Les deux glissières 120 et 130 sont, en position opérationnelle, alignées sensiblement verticalement par rapport au sol. Ainsi, en cas de choc d'un camion, les deux glissières participent à la retenue du camion.The two slides 120 and 130 are, in operational position, aligned substantially vertically with respect to the ground. Thus, in case of shock of a truck, the two slides participate in the containment of the truck.

Le cas de figure d'un choc d'une voiture contre la barrière selon l'invention est illustrée en figure 3.The case of a collision of a car against the barrier according to the invention is illustrated in FIG. figure 3 .

Sur cette figure, l'écarteur déformable 121 s'est compressé au cours du choc avec la voiture participant ainsi à l'absorption de ce choc permettant de diminuer son intensité ressentie par les passagers de la voiture.In this figure, the deformable retractor 121 has compressed during the shock with the car thus participating in the absorption of this shock to reduce the intensity felt by the passengers of the car.

Après le choc, les glissières supérieure et inférieure sont décalées verticalement, c'est-à-dire qu'elles forment un angle α entre elles. Le côté opposé à l'angle α présente une longueur Lf égale à la largeur de déformation, c'est-à-dire L1-L2 (L1 « moins » L2).After the shock, the upper and lower slides are offset vertically, that is to say they form an angle α between them. The the opposite side to the angle α has a length L f equal to the deformation width, that is to say L1-L2 (L1 "minus" L2).

Grâce à la forme en V couchée, on constate que le comportement de sortie d'une voiture est optimal (sans à coup, sans roulis, tangages ni lacets et sans tonneaux), la boite de sortie CEN étant respectée, car l'aile de retenue maintient la voiture sur le sol. Les risques de sur accident sont donc limités.Thanks to the V-shaped shape, we find that the output behavior of a car is optimal (smoothly, without rolling, pitching or laces and without barrels), the output box CEN being respected, because the wing of restraint keeps the car on the ground. The risks of accident are therefore limited.

Comme précisé précédemment, la barrière selon l'invention peut être installée sur un trottoir 210. Cette installation est réalisée de manière à ce que la glissière inférieure 120 soit disposée à une distance L1 du bord du trottoir cette distance est la même que celle à laquelle sont disposées les glissières des barrières de sécurité de l'état de la technique.As specified above, the barrier according to the invention can be installed on a sidewalk 210. This installation is carried out so that the lower slide 120 is disposed at a distance L1 from the edge of the sidewalk this distance is the same as that at which the slides of the safety barriers of the state of the art are arranged.

Comme le montre la figure 4, l'intensité du choc ressentie par les passagers d'une voiture est très inférieure avec une barrière de sécurité selon l'invention par rapport à une barrière de sécurité de l'état de la technique représentée en figure 1. En effet, avec les barrières de sécurité de l'état de la technique (représentées par la courbe en tirets sur la figure 4) les passagers ressentent un premier choc lorsque la voiture percute le bord du trottoir. Ce premier choc est matérialisé sur la courbe par le premier sommet S1. Puis cette intensité diminue, le temps que la voiture parcourt la distance L1 entre le bord du trottoir et la glissière 2 portée par les supports 1. Dès que la voiture percute la glissière, l'intensité du choc augmente jusqu'à un maximum S2 où la voiture est arrêtée par le support 1 qui reste fixe et vertical.As shown in figure 4 , the intensity of the shock felt by the passengers of a car is much lower with a safety barrier according to the invention compared to a security barrier of the state of the art shown in FIG. figure 1 . Indeed, with the safety barriers of the state of the art (represented by the dashed curve on the figure 4 ) passengers experience a first shock when the car hits the sidewalk. This first shock is materialized on the curve by the first vertex S1. Then this intensity decreases, the time the car travels the distance L1 between the edge of the sidewalk and the slide 2 carried by the supports 1. As soon as the car hits the slide, the intensity of the shock increases to a maximum S2 where the car is stopped by the support 1 which remains fixed and vertical.

Au contraire, avec une barrière selon l'invention, l'intensité du choc ressentie par les passagers d'une voiture est très inférieure. En effet, comme le montre la courbe C2 (en traits pleins sur la figure 4), les passagers subissent un premier choc identique à celui ressenti avec une barrière selon l'invention (voir sommet S1 de la courbe). Ceci s'explique par le fait que généralement, la barrière selon l'invention doit être installée à la même distance L1 du bord trottoir que les barrières de l'art antérieur. Comme avec ces dernières, l'intensité du choc diminue ensuite, le temps que la voiture percute la glissière 120 de la barrière selon l'invention. À cet instant, l'écarteur déformable 121 commence sa déformation en absorbant le choc. Contrairement à la courbe C1, la courbe C2 continue donc de décroître après le sommet S1. Après avoir été totalement déformé (voir figure 3), l'écarteur 121 ne peut plus absorber l'énergie du choc. A cet instant, l'intensité du choc augmente puisque la voiture est arrêtée par les supports 113 de la barrière selon l'invention qui ne se déforment pas et reste fixés au sol. Cependant, une partie du choc ayant été absorbée par l'écarteur 121, l'intensité maximale du choc ressentie par les passagers au moment où la voiture est arrêtée par les supports 113 (voir sommet S3 de la courbe C2) est très inférieure à l'intensité du choc ressentie avec une barrière selon l'état de la technique (sommet S2 de la courbe C1) de la figure 4.On the contrary, with a barrier according to the invention, the intensity of the shock felt by the passengers of a car is much lower. Indeed, as shown by curve C2 (in solid lines on the figure 4 ), the passengers undergo a first shock identical to that felt with a barrier according to the invention (see top S1 of the curve). This is explained by the fact that, generally, the barrier according to the invention must be installed at the same distance L1 from the sidewalk edge as the barriers of the prior art. As with the latter, the intensity of the shock then decreases, the time that the car hitting the slide 120 of the barrier according to the invention. At this moment, the deformable retractor 121 begins its deformation by absorbing the shock. Unlike the curve C1, the curve C2 continues to decrease after the peak S1. After being totally deformed (see figure 3 ), the spacer 121 can no longer absorb the energy of the shock. At this time, the intensity of the shock increases since the car is stopped by the supports 113 of the barrier according to the invention which does not deform and remains fixed to the ground. However, since part of the shock has been absorbed by the spacer 121, the maximum intensity of the shock felt by the passengers when the car is stopped by the supports 113 (see top S3 of the curve C2) is much lower than the intensity of the impact felt with a barrier according to the state of the art (vertex S2 of the curve C1) of the figure 4 .

Ainsi, grâce à l'enfoncement différentiel de la barrière selon l'invention, et le décalage obtenu entre la glissière inférieure, proche du support, et la glissière supérieure plus éloignée du support, une barrière selon l'invention permet non seulement de diminuer l'intensité du choc ressentie par les passagers mais également de maîtriser le comportement de sortie du véhicule léger car l'aile de retenue maintien la voiture au sol. En outre, ces effets sont obtenus avec une barrière pouvant être installée conformément à la règlementation en vigueur, notamment mais non exclusivement sur un ouvrage d'art sans avoir à élargir les trottoirs et/ou le pont.Thus, thanks to the differential depression of the barrier according to the invention, and the offset obtained between the lower slide, close to the support, and the upper slide further from the support, a barrier according to the invention not only reduces the intensity of the shock felt by the passengers but also to control the output behavior of the light vehicle because the retaining wing keeps the car on the ground. In addition, these effects are achieved with a barrier that can be installed in accordance with the regulations in force, including but not limited to a structure without having to widen the sidewalks and / or the bridge.

En outre, après le choc d'une voiture, seuls les écarteurs déformables 121 et la glissière inférieure 120 doivent être changés. Il est inutile de changer les supports 110 et la glissière supérieure 130. La barrière selon l'invention est donc d'entretien économique et peut être disposée le long de toute voie de circulation (pas uniquement sur les ouvrages d'art ou le long d'obstacles ponctuels ou de murs).In addition, after the impact of a car, only the deformable spacers 121 and the lower slide 120 must be changed. There is no need to change the supports 110 and the upper slide 130. The barrier according to the invention is therefore economical maintenance and can be arranged along any traffic lane (not only on the structures or along the road). punctual obstacles or walls).

D'autres variantes d'une barrière selon l'invention sont illustrées, à titre d'exemple, aux figures 5 à 7.Other variants of a barrier according to the invention are illustrated, for example, in Figures 5 to 7 .

Sur les figures 5 et 6, la barrière de sécurité selon l'invention comprend une troisième glissière 140 associée à la glissière supérieure 130 par l'intermédiaire d'une entretoise 150-151. Dans la variante de la figure 5, la glissière 140 est disposée au-dessus de la glissière 130 par l'entretoise 150. Dans cette variante, il est possible de retenir des véhicules de très gros gabarit. Dans la variante de la figure 6, il est possible de retenir des véhicules de gabarit intermédiaire entre la voiture et le camion, tels qu'une camionnette. Dans cette dernière variante, avantageusement, l'entretoise 151 peut être déformable de manière calibrée pour se plaquer contre le support 110 en cas de choc d'une camionnette. Cette déformation calibrée de l'entretoise 151 permet d'améliorer l'absorption du choc d'un tel véhicule, qui devrait également percuter la glissière inférieure 120.On the Figures 5 and 6 , the safety barrier according to the invention comprises a third slide 140 associated with the upper slide 130 via a spacer 150-151. In the variant of the figure 5 , the slide 140 is disposed above the slide 130 by the spacer 150. In this variant, it is possible to retain vehicles of very large size. In the variant of the figure 6 it is possible to retain vehicles of intermediate size between the car and the truck, such as a van. In this latter variant, advantageously, the spacer 151 may be deformable in a calibrated manner to press against the support 110 in the event of impact of a van. This calibrated deformation of the spacer 151 improves the shock absorption of such a vehicle, which should also hit the lower slide 120.

Bien entendu, il est possible de combiner les variantes des figures 5 et 6 en prévoyant deux glissières supplémentaires 140, l'une au-dessus de la glissière 130 l'autre en-dessous de la glissière 130, ces deux glissières 140 étant associées à la glissière supérieure 130 par l'intermédiaire d'une entretoise.Of course, it is possible to combine the variants of Figures 5 and 6 by providing two additional slides 140, one above the slide 130 the other below the slide 130, these two slides 140 being associated with the upper slide 130 through a spacer.

La variante de la figure 7 comprend une troisième glissière 160 fixée sur le support 110 par l'intermédiaire d'un écarteur 161, avantageusement déformable.The variant of the figure 7 comprises a third slide 160 fixed on the support 110 via a spacer 161, preferably deformable.

Bien entendu, il est également possible de combiner les variantes des figures 5 et 7 en prévoyant une quatrième glissière 140 associée à la glissière supérieure 130 par l'intermédiaire d'une entretoise 150.Of course, it is also possible to combine the variants of the Figures 5 and 7 by providing a fourth slide 140 associated with the upper slide 130 through a spacer 150.

Trois variantes d'un deuxième mode de réalisation sont illustrées aux figures 8 à 10.Three variants of a second embodiment are illustrated in FIGS. Figures 8 to 10 .

Dans ce mode de réalisation, les supports 210 présentent une partie de fixation 212 sensiblement verticale ayant une forme générale en « I » et destinée à être fixée au sol. La partie de fixation 212 étant munie d'une aile de retenue indéformable 211 sur laquelle est fixée une glissière 130 supérieure. Une glissière 120 inférieure est fixée à un écarteur déformable 221, les deux glissières étant alignées sensiblement verticalement en position opérationnelle. Après un choc (non illustré), les deux glissières 120-130 sont décalées verticalement, la glissière inférieure 120 étant plus éloignée de la voie de circulation que la glissière supérieure 130. Grâce à cet angle α formé entre les deux glissières, un véhicule léger est retenu lors d'un choc par l'aile de retenue 211, de sorte que le comportement de sortie du véhicule est maîtrisé et les risques de suraccident limités.In this embodiment, the supports 210 have a substantially vertical fastening portion 212 having a general shape "I" and intended to be fixed to the ground. The fixing portion 212 is provided with a dimensionally stable retaining flange 211 on which is fixed a slide 130 upper. A lower slide 120 is attached to a deformable spacer 221, the two slides being substantially vertically aligned in operative position. After a shock (not illustrated), the two slides 120-130 are offset vertically, the lower slide 120 being further from the the upper slide 130. Thanks to this angle α formed between the two slides, a light vehicle is retained during an impact by the retaining wing 211, so that the output behavior of the vehicle is controlled and the risks of a limited accident.

Par analogie aux figures 5 et 6, le deuxième mode de réalisation peut également comprendre au moins une troisième glissière 140, associée à la glissière supérieure 130 par l'intermédiaire d'une entretoise 150-151. Dans la variante de la figure 9, la glissière 140 est disposée au-dessus de la glissière 130 par l'entretoise 250. Dans la variante de la figure 10, il est possible de retenir des véhicules de gabarit intermédiaire entre la voiture et le camion, tels qu'une camionnette. Dans cette dernière variante, avantageusement, l'entretoise 251 peut être déformable de manière calibrée pour se plaquer contre le support 210 en cas de choc d'une camionnette.By analogy with Figures 5 and 6 , the second embodiment may also comprise at least a third slide 140, associated with the upper slide 130 through a spacer 150-151. In the variant of the figure 9 , the slide 140 is disposed above the slide 130 by the spacer 250. In the variant of FIG. figure 10 it is possible to retain vehicles of intermediate size between the car and the truck, such as a van. In this latter embodiment, advantageously, the spacer 251 can be deformable in a calibrated manner to press against the support 210 in the event of impact of a van.

Bien entendu, il est également possible de combiner les variantes des figures 9 et 10 en prévoyant deux glissières supplémentaires 140, l'une au-dessus de la glissière 130 l'autre en-dessous de la glissière 130, ces deux glissières 140 étant associées à la glissière supérieure 130 par l'intermédiaire d'une entretoise.Of course, it is also possible to combine the variants of the Figures 9 and 10 by providing two additional slides 140, one above the slide 130 the other below the slide 130, these two slides 140 being associated with the upper slide 130 through a spacer.

Ce deuxième mode de réalisation est utile dans les lieux où la place manque. Néanmoins, l'absorption du choc peut être légèrement inférieure au premier mode de réalisation des figures 2 à 7. Dans ce premier mode de réalisation, le fait que l'aile de maintien forme un angle avec le sol, et donc la direction de circulation des véhicules, permet un contrôle optimal du comportement de sortie des véhicules légers.This second embodiment is useful in places where there is no room. Nevertheless, the shock absorption may be slightly lower than the first embodiment of the Figures 2 to 7 . In this first embodiment, the fact that the holding wing forms an angle with the ground, and therefore the direction of traffic of the vehicles, allows optimal control of the output behavior of light vehicles.

Alternativement, la forme du V couché peut être arrondie pour devenir une forme proche du C.Alternatively, the shape of the V coated can be rounded to become a form close to C.

L'absorption du choc par une barrière selon l'invention peut être mesurée à l'aide, par exemple, d'accéléromètres utilisés classiquement dans l'industrie automobile pour mesurer les impacts sur les véhicules, notamment au cours de « crash test ». Ainsi, l'homme du métier connaît de nombreuses techniques et matériels lui permettant de mesurer l'efficacité de la barrière selon l'invention par rapport à une barrière connue illustrée en figure 1.The absorption of the shock by a barrier according to the invention can be measured using, for example, accelerometers conventionally used in the automotive industry to measure impacts on vehicles, especially during crash test. Thus, the skilled person knows many techniques and materials to measure the effectiveness of the barrier according to the invention with respect to a known barrier illustrated in FIG. figure 1 .

Selon d'autres variantes de réalisation :

  • la barrière peut ne comprendre qu'une glissière. Dans ce cas, cette barrière est destinée à ne prévenir que les chocs des véhicules légers. Cependant, de préférence, la barrière comprend deux glissières, même si la glissière supérieure peut être de faible résistance. Il s'agit alors d'une barrière destinée à la retenue des véhicules légers uniquement, le rôle de la glissière supérieure étant uniquement de plaquer la voiture au sol, et faire office accessoirement de main courante pour piétons.
    La présence des ailes de retenue indéformables au dessus de la glissière inférieure assujettie à des écarteurs déformables permet, en cas de choc, un enfoncement différentiel de la barrière puisque la partie supérieure de la barrière ne se déforme pas, alors que les écarteurs portant la glissière se déforment. De cette manière, les ailes de retenue restent au dessus du véhicule léger pendant le choc et permet de maîtriser son comportement de sortie tout en absorbant une partie du choc.
  • la barrière selon l'invention peut être réalisée en différents matériaux tels que l'acier, le bois des matériaux plastiques ou des combinaisons de ceux-ci.
According to other embodiments:
  • the barrier may comprise only one slide. In this case, this barrier is intended to prevent only shocks of light vehicles. However, preferably, the barrier comprises two slides, although the upper slide may be of low strength. It is then a barrier for the restraint of light vehicles only, the role of the upper slide is only to press the car on the ground, and acted as accessory pedestrian handrail.
    The presence of the non-deformable retaining wings above the lower slide, which is subject to deformable spacers, makes it possible, in the event of an impact, to depress the barrier as the upper part of the barrier does not deform, whereas the spacers carrying the slide deform. In this way, the retaining wings remain above the light vehicle during the shock and allows to control its output behavior while absorbing some of the shock.
  • the barrier according to the invention can be made of different materials such as steel, wood of plastic materials or combinations thereof.

Claims (9)

Barrière de sécurité destinée à être disposée le long de voies de circulation, comprenant, en position opérationnelle, des supports (110) destinés à être fixés fermement au sol, et au moins une glissière (120-130) assujettie aux supports, caractérisée en ce que la glissière (120), dite « inférieure », est fixée aux supports (110) par l'intermédiaire d'écarteurs (121) déformables de manière calibrée, et que les supports (110) comprennent des ailes de retenue indéformables agencées en position supérieure par rapport à la glissière (120) inférieure, de telle sorte qu'après un choc, la glissière (120) inférieure puisse être décalée verticalement par rapport aux ailes de retenue, alors que les ailes de retenue indéformables restent en position d'utilisation au-dessus du véhicule léger, la glissière inférieure étant alors plus éloignée de la voie de circulation que les ailes de retenue.Safety barrier intended to be arranged along traffic routes, comprising, in operational position, supports (110) intended to be fixed firmly to the ground, and at least one slide (120-130) secured to the supports, characterized in that that the slide (120), called "lower", is fixed to the supports (110) via spacers (121) deformable in a calibrated manner, and that the supports (110) comprise non-deformable retaining wings arranged in position greater than the lower slide (120), so that after an impact, the lower slide (120) can be shifted vertically relative to the retaining wings, while the non-deformable retaining wings remain in the position of use above the light vehicle, the lower slide being further away from the taxiway than the retaining wings. Barrière de sécurité selon la revendication 1, comprenant au moins deux glissières (120-130) assujetties aux supports, une des glissières (120) dite « inférieure » étant fixée aux supports (110) par l'intermédiaire d'écarteurs (121) déformables de manière calibrée, et l'autre glissière (130) dite « supérieure » étant fixée aux supports (110) par l'intermédiaire des ailes de retenue indéformables, de telle sorte qu'en position opérationnelle, les deux glissières soient alignées sensiblement verticalement, et qu'après un choc, les deux glissières puissent être décalées verticalement, la glissière inférieure étant plus éloignée de la voie de circulation que la glissière supérieure.Safety barrier according to claim 1, comprising at least two rails (120-130) secured to the supports, one of the sliders (120) called "lower" being fixed to the supports (110) via spacers (121) deformable in a calibrated manner, and the other slide (130) called "upper" being fixed to the supports (110) via the dimensionally stable retaining wings, so that in operational position, the two rails are aligned substantially vertically, and after an impact, the two slides can be offset vertically, the lower slide being further away from the taxiway than the upper slide. Barrière de sécurité selon la revendication 2, dans laquelle les supports ont une forme générale en V couché, les ailes (111-112) du V étant dirigées vers la voie de circulation et constituant une aile (112) dite « aile de fixation » destinée à être fixée au sol et une aile (111) de retenue, et dans laquelle la glissière (120) inférieure est fixée au creux (113) du V par l'intermédiaire d'écarteurs (121) déformables de manière calibrée, et la glissière (130) supérieure est fixée à l'aile de retenue (111), les deux glissière (120-130) étant, en position opérationnelle, alignées sensiblement verticalement par rapport au sol.Safety barrier according to claim 2, in which the supports have a generally V-coated shape, the wings (111-112) of the V being directed towards the taxiway and constituting a wing (112) called "wing fixation" intended to be fixed to the ground and a flange (111) retaining, and wherein the lower slide (120) is fixed to the recess (113) of the V via spacers (121) deformable in a calibrated manner, and the upper slide (130) is attached to the retaining flange (111), the two slide (120-130) being in operative position aligned substantially vertically with respect to the ground. Barrière de sécurité selon la revendication 1, dans laquelle les supports présentent une partie de fixation sensiblement verticale ayant une forme générale en « I » et destinée à être fixée au sol, la partie de fixation étant munie d'une aile de retenue indéformable sur laquelle est fixée la glissière (130) supérieure, et d'un écarteur déformable sur lequel est fixée la glissière (120) inférieure, les deux glissières étant alignées sensiblement verticalement en position opérationnelle.Safety barrier according to claim 1, wherein the supports have a substantially vertical fastening portion having a general "I" shape and intended to be fixed to the ground, the fastening portion being provided with a non-deformable retaining flange on which is fixed the upper slide (130), and a deformable spacer on which is fixed the lower slide (120), the two slides being aligned substantially vertically in operational position. Barrière de sécurité selon l'une quelconque des revendications 2 à 4, comprenant, en outre, une troisième glissière (140-160).A safety barrier as claimed in any one of claims 2 to 4, further comprising a third slide (140-160). Barrière de sécurité selon la revendication précédente, dans laquelle la troisième glissière (140) est associée à la glissière supérieure (130) par une entretoise (150-151) fixée sur l'aile de retenue (111) du support (130).Safety barrier according to the preceding claim, wherein the third slide (140) is associated with the upper slide (130) by a spacer (150-151) fixed on the retaining flange (111) of the support (130). Barrière de sécurité selon la revendication précédente, dans laquelle l'entretoise (151) est déformable de manière calibrée pour absorber une partie d'un choc.Safety barrier according to the preceding claim, wherein the spacer (151) is deformable in a calibrated manner to absorb part of a shock. Procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger contre une barrière de sécurité selon la revendication 1, consistant à absorber au moins une partie de l'énergie d'un choc d'un véhicule léger par une déformation plastique des écarteurs supportant la glissière inférieure, de sorte que la glissière inférieure se décale vers les supports, alors que les ailes de retenue indéformables restent en position d'utilisation au-dessus du véhicule léger pendant le choc.A method for improving the energy absorption of a light vehicle impact against a safety barrier according to claim 1, comprising absorbing at least a portion of the energy of a light vehicle impact by a plastic deformation of the spacers supporting the lower slide, so that the lower slide shifts towards the supports, while the dimensionally stable retaining wings remain in the position of use above the light vehicle during the impact. Procédé pour améliorer l'absorption de l'énergie d'un choc d'un véhicule léger circulant sur une voie de circulation contre une barrière de sécurité selon l'une quelconque des revendications 2 à 7, consistant à absorber au moins une partie de l'énergie d'un choc d'un véhicule léger par une déformation plastique des écarteurs supportant la glissière inférieure, de sorte que la glissière inférieure se décale vers les supports, alors que la glissière supérieure reste en position d'utilisation, les deux glissières étant alors décalées verticalement, la glissière inférieure étant plus éloignée de la voie de circulation que la glissière supérieure.A method for improving the energy absorption of a shock of a light vehicle traveling on a traffic lane against a safety barrier according to any one of claims 2 to 7, comprising absorbing at least a portion of the energy of a shock of a light vehicle by plastic deformation of the spacers supporting the lower slide, so that the lower slide shifts towards the supports, while the upper slide remains in the use position, the two slides then being offset vertically, the lower slide being more away from the taxiway as the upper slide.
EP12171378.8A 2011-06-08 2012-06-08 Safety barrier for roads and method for improving the absorption of energy from a light vehicle crashing into such a barrier Not-in-force EP2532787B1 (en)

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FR1154997A FR2976300B1 (en) 2011-06-08 2011-06-08 SAFETY BARRIER FOR CIRCULATION PATHWAYS AND METHOD FOR IMPROVING ENERGY ABSORPTION OF A SHOCK OF A LIGHT VEHICLE AGAINST SUCH A BARRIER.

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CN106515791A (en) * 2015-09-10 2017-03-22 鍾明华 Analysis system for traffic safety of rail vehicle
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EP2532787B1 (en) 2015-09-23
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FR2976300B1 (en) 2016-01-29

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