EP4234815A1

EP4234815A1 - Anchoring system for a metal vehicle deflection structure and a construction made up of these

Info

Publication number: EP4234815A1
Application number: EP23158260.2A
Authority: EP
Inventors: Annemie VAN EYCKEN-METDENANCXT
Original assignee: Van Eycken Metal Construction BV
Current assignee: Van Eycken Metal Construction BV
Priority date: 2022-02-23
Filing date: 2023-02-23
Publication date: 2023-08-30

Abstract

Pursuant to one embodiment, a metal vehicle deflection structure (101) is disclosed that is suitable to be installed on a civil engineering structure (710), the civil engineering structure being suitable for vehicle traffic, the construction comprising a set of anchoring systems (102-104) pursuant to one of the previous and one or more guard rails (105-107) attached to the posts of the anchoring system, whereby, when attached, the longitudinal direction of the one or more rails is directed in a direction of traffic on the side of the traffic, whereby the anchoring systems (102-104) are configured to reduce the transmission of force to the civil engineering structure (710) by providing a support foot.

Description

Technical area

The current invention relates to an anchoring system for a metal vehicle deflection structure and such construction made consisting of a set of these anchoring systems.

State of the art of technology

A vehicle deflection structure, also called a barrier, is a structure or element that is installed to protect road workers, road users and rigid objects in the event of collisions. A barrier construction can be made of concrete and/or steel. The current invention relates to a barrier structure made of steel. Steel also includes a collection of alloys suitable as construction material.
A steel barrier construction usually consists of an anchoring system that is suitable to be anchored on or within a surface. The anchoring systems also include a set of poles suitable to support one or more rails, also called guide rails or crash barriers. An absorber may also be present between the poles and the rails.
The steel barrier construction, also simply called the structure, can also be installed to prevent vehicles entering the road in a sideways direction, turning and/or crossing a middle berm. The barrier function also has the feature that in the event of a collision with the structure, the vehicle is guided back in the direction of traffic. Formulated otherwise, in the event of a collision, the vehicle will be held to the side of the traffic, preventing the vehicle from breaching the other side of the structure.
Another function of the structure is that in the event of a collision, the energy released is gradually absorbed until the vehicle comes to a stop. This can limit the possible consequences of an accident at speed.
The absorption of the collision energy can be realized by using, as already stated, absorbers placed between the anchoring system or the post on the one hand and the rails on the other. However, force will still be applied to the anchoring system itself. Because the rails are located at a height related to the driving surface for which the structure is installed to protect traffic, this force will cause a mechanical torque at the location where the system is anchored in the substrate.
Because steel barrier structures are also installed on civil works, such as bridges, parking lots and the like, this mechanical torque can cause irreparable damage to the structure at the location of the structure's anchor. This may not only lead to road damage, but also to part of the structure breaking through the formation of cracks.
As a result, one needs a steel barrier structure suitable to be installed on a civil engineering structure with a reduced force transmission in the event of an impact with a vehicle or other object.
Such a structure was disclosed in EP3486375A1 . In this, the reduced force transmission is realized by providing this in weak or fragile zones spanning the entire breadth of an anchoring plate, whereby the weak or fragile zones form a mechanical connection with a base plate. In the event of an impact, the entire bearing element attached to the base plate breaks or tears by tearing off these weak or fragile zones. A disadvantage of this is also that in this way, both the bearing element and the rails can completely detach from the object. This not only results in the barrier function not being guaranteed, but also that this may represent a danger to the direct surroundings, above all if the structure is at a certain height. In addition, the barrier function according to this working principle is not sufficiently high in function of the traffic speed permitted on the civil engineering structure. In other words, the higher the permitted speed, such as 120 km/h on the civil engineering structure, the higher the barrier function required.
In WO2015042656A1 , a different construction was disclosed whereby the reduce force transmission is achieved through indentations in the base plate. Through this, the force on the structure is reduced by the plastic deformation of the base plate. It has also been determined that the deflective capacity of this structure is rather limited, because this construction is not suitable for installation on a civil engineering structure where high speeds are permitted. It has also been determined that the structure disclosed here still does not meet the requirements of reduced force transmission and/or deflective capacity.
One objective of the current invention is to provide a steel barrier construction that addresses one or more of the disadvantages described in the solutions of the state of the art of technology. More specifically, one objective of the current invention is to describe an anchoring system and associated structure with reduced force transmission and suitable to be installed on civil engineering structures where high speeds are permitted.

Summary of the invention

According to the current invention, the objective stated above is realized by, according to a first aspect of the invention, providing an anchoring system for a metal vehicle deflection structure suitable to be installed on a civil engineering structure as defined by claim 1, in which the anchoring system comprises:

a base plate comprising a first set of anchoring materials at the edges of it configured to anchor the base plate to the civil engineering structure;
a post steady anchored to the base plate;

whereby the base plate has two parallel indentations between the first set of anchoring material, the indentations extending from the first side of the base plate in such a way that the profile is steady anchored on one part of the material between the indentations; and
whereby the profile has bevels at the height of the base plate to a second side opposite the first side;
whereby the indentations and bevels are configured so that if there is force exerted on the post, the material between the indentations can deform when a mechanical torque exceeds a pre-defined value as a result of the impact.

CHARACTIZED IN THAT

the anchoring system also has a support foot attached to the post on the second side to support the post under a pre-defined angle, whereby the support foot is configured in such as a way that when no force is exerted on the post there is no contact between the support foot and the substrate to which the anchoring system is attached.
According to a second aspect, instead of the support foot just mentioned, there is also an embodiment in which the profile has reinforcement material at the height of the base plate on the first side in the direction of the indentations and/or transverse to this direction.
The first and second aspects can also be combined. When this is realized according to one embodiment, it also relates to the first aspect and second aspect of the invention where these embodiments are compatible with each other.
The anchoring system comprises a base plate with anchoring materials, such as bore holes suitable for steady or permanently anchoring with bolts onto the structure of a civil engineering structure. Other anchoring materials are also possible, such as a clamp. In other words, one must understand that instead of bore holes, other anchoring materials can be provided to anchor the base plate to the structure and that the bores are not seen as limiting or essential for the invention.
A post is placed on the base plate and permanently attached, such as via welding. The post has a profile, such as two bars or rods that are connected with additional welds.
The profile of the post can be a completely straight profile, but may also be curved, such as with one end opposite that of the connection of the profile to the base plate. The profile can also have an angle, such as for attaching rails. So the profile can have variations as known by the professional.
The two indentations are between these bores or other means of anchorage, whereby material is located between the indentations. The indentations may not completely extend over the entire breadth of the base plate, meaning that the base plate forms a whole. The indentations also mean that material is removed. In other words, the indentations do not contain material, while the rest of the base plate is made of the same type of material, being steel. Material is present between the indentations.
The two indentations are configured in such a way that part of the material in between is used to permanently attach the profile of the post to the bottom of this. In addition, when installed on a civil engineering structure, the side of the indentations is located on the side where traffic is expected on the structure.
When force is exerted on the post, such as through an impact, there is a mechanical torque at the location of the base plate. Through the presence of the indentations, the material in between can fold, or more generally, plastically deform.
By providing bevels in the profile at the height of the base plate on the side opposite traffic, opposite the side with the indentations, the plastic deformation can be facilitated, as known in the state of the art of technology. Tests and trials have shown that this configuration is still not sufficient.
According to a first new and innovative embodiment, there is a base plate comprising an anchoring agent for attaching the support foot to the post, whereby the support foot is configured to support the post under a pre-defined angle on the side opposite the side of the indentations, whereby the support foot is configured so that when no force is exerted on the post, there is no contact between the support foot and a substrate on which the anchoring system is attached.
In other words, the support foot is attached to the post on the side away from the side on which normal traffic is expected on the civil engineering structure, and also set up floating at a certain angle. Only during an impact with the end of the support foot absorb part of the impact energy on the substrate on which the anchoring system is installed. This provides additional added deflective capacity when used in a vehicle barrier construction, without increasing the complexity of the structure.
Another advantage is that there is no influence on the low force transmission and a correct ratio between the working widths of a structure installed with such an anchoring system. In other words, low force transmission is retained and the limitation of the working width of the vehicle barrier construction on impact with a vehicle. An added value is the deflective capacity, and there is no excessive diversion of the structure during an impact.
Preferably, the distance between the substrate and the underside of the support element at the end that is floating is around 5 mm, but can be located between 5 mm and 15 mm.
According to one embodiment, this support foot has a spring element at the end directed away from the indentations. This spring element is, for example, a fold in the end of it.
According to a new and innovative embodiment there is also reinforcement materials on the first side, so in the side of traffic and thus the side of the indentations. These reinforcement materials can be located in the direction of the indentations and/or transverse to this direction.
According to one embodiment, the reinforcement materials in the direction of the indentations have oblique protrusions toward the edge on the side of the indentations, in other words, on the side of traffic. These protrusions are permanently attached by their respective undersides to the base plate using a weld, for example. In addition, the protrusions are made of the same material as the profile of the post and form a whole, preferably.
Steady or permanently attached means that there is a mechanical connection between the profile and the oblique protrusions with the base plate in such a way that a force transmission between the profile and the protrusions to the base plate can take place without this permanent connection or mechanical coupling being broken by the mechanical torque. Such a permanent connection or mechanical coupling can be achieved through a suitable weld, for example.
By providing these protrusions, the contact surface between the profile and the base plate is increased compared to the known state of the art of technology. This provides for an improved and more efficient transfer of the mechanical torque on the base plate. In other words, when a force is exerted on the post, the mechanical torque created on the base plate can be transferred to a greater contact surface of the base plate, so that the plastic deformation can take place without the danger that the mechanical permanent connection between the post and the base plate prematurely breaking off, meaning, before the plastic deformation takes place.
Another advantage is that no heavier or larger profile needs to be used to increase the deflective capacity and/or contact surface of the structure. This results in a vehicle barrier structure consisting of a set of the previously described anchoring systems that are lighter in weight, requiring less material for fabrication and the installation on the civil engineering structure can be performed in an efficient manner. In addition, less effort is needed for the installation of this on the civil engineering structure.
Another advantage of this disclosed anchoring system is that during an impact, the force transmission onto the base plate is limited because part of it is absorbed by the support foot, and in particular on the bolts when anchored via bores. In other words, the base plate will be plastically deformed in the middle between the indentations, but the bolts will remain in the civil engineering structure and not further damage it. It is just the anchoring system and the associated construction that will have to be replaced, as discussed further. In addition, the plastic deformation ensures that there is no further danger in area surrounding the civil engineering structure as is the case with systems as known in the state of the art of technology.
The distance between in the indentations in the base plate is preferably greater than the width of the profile of the post. In addition, the length of the indentations is preferably smaller than the depth of the profile and the length of the indentations is equal. Through this, according to one embodiment, the profile is preferably placed symmetrically between the two indentations toward the edge or side of the indentations.
According to one embodiment the post also has a set of one or more anchoring agents to attach one or more guard rails. These rails are positioned toward the side of traffic. In addition, such an anchoring agent can also contain an absorber located between the rails and the post. Through this, the absorber already absorbs part of the impact energy during a crash or impact before the force and the mechanical torque created through this is transferred as already described above.
According to a third aspect of the invention, a metal vehicle deflection construction is disclosed that is suitable to be installed on a civil engineering structure, the civil engineering structure being suitable for vehicle traffic, the construction comprising a set of anchoring systems according to the first aspect of the invention and one or more guard rails attached to the posts of the anchoring system, whereby, when attached, the longitudinal direction of the one or more rails is directed in a direction of traffic on the side of the traffic.
The one or more rails enable the force of an impact to be distributed over the set of anchoring systems.
With the disclosed anchoring system constructed with the one or more rails, the vehicle deflecting constructions have a high to very high deflective capacity, expressed in the performance levels such as H2 and H4b. In addition, various working widths can be used, namely W2, W3 and W4, according to the series of standards NBN EN 1317 as valid as of 23 February 2022. Through the various dimensions and advantageous force transmissions, a construction can be designed with a suitable deflective capacity and adapted to the civil engineering structure. The latter means that the force transmission on the structure is reduced on impact and thus also the possible damage to it.
According to a fourth aspect of the invention, a kit of parts is disclosed for the installation of a metal structure according to the third aspect, the kit comprising as set of anchoring systems according to the first aspect and one or more rails.

Summary description of the figures

The invention will be illustrated in more detail with reference to the figures, whereby

Fig. 1 illustrates an embodiment of a vehicle deflection structure comprising anchoring systems of the invention;
Fig. 2 illustrates an anchoring system according to a first embodiment of the invention;
Fig. 3 illustrates an anchoring system according to a first embodiment of the invention including an absorber;
Fig. 4 illustrates a cross section of the base plate of the anchoring system according to the first embodiment of the invention;
Fig. 5 illustrates an anchoring system according to a second embodiment of the invention including an absorber;
Fig. 6 illustrates an anchoring system according to a second embodiment of the invention;
Fig. 7A illustrates an anchoring system comprising a support foot according to the first aspect of the invention;
Fig. 7B illustrates an anchoring system comprising a support foot according to the first aspect of the invention after an impact.
Fig. 8A illustrates a vehicle deflection structure after an impact; and
Fig. 8B illustrates a detail of the vehicle deflection structure as illustrated in Fig. 8B.

Detailed description of the embodiments

The current invention will be described with regard to particular designs and with reference to certain figures, but the invention is not limited to these and is only determined by the conclusions. The figures described are only schematic and nonlimiting. In the figures, the size of certain element is exaggerated and not drawn to scale for illustrative purposes. The dimensions and the relative dimensions are not necessarily consistent with actual practical designs of the invention.
Furthermore, the terms first, second, third and the like are used in the description and conclusions to differentiate between similar elements and not necessarily to describe a sequential or chronological sequence. The terms are interchangeable under fitting circumstances and the embodiments of the invention can be applied in sequences other than those described or illustrated here.
Moreover, the terms, top, bottom, over, under and the like are used in the description and conclusions are used for illustrative purposes and not necessarily to describe relative positions. The terms used are interchangeable under fitting circumstances and the embodiments of the invention described can be applied in other orientations than described or illustrated here.
Furthermore, the various embodiments, even though called "preferred designs" must be considered rather as a manner of example of how the invention can be designed than as a limitation of the range of the invention.
The term "comprising", used in the conclusions, must not be interpreted as being limited to the resources or steps listed after it. The term does not exclude other elements or steps. The term should be interpreted as specifying for the presence of the listed features, elements, steps or components which are referenced, but does not exclude the presence or addition of one or more other features, elements, steps or components or groups thereof. The range of the expression "a design encompassing resources A and B" must thus not be limited to designs that consist only of A and B. The intention is that, with regard to the current invention, only the components A and B of the design are summarized, and the conclusion must be further interpreted as they also contain equivalents of these components.
The fabrics shown in the figures are anchoring systems s or elements thereof for use in a vehicle deflection structure.
Fig. 1 illustrates a vehicle deflection structure 101 according to one embodiment of the invention. The vehicle deflection structure 101 comprises anchoring systems 102-104, guard rails 105-107 and absorbers 108-110.
Fig. 2 illustrates an anchoring system 103 according to a first embodiment and as used for the vehicle deflection structure 101 as illustrated in Fig. 1.
The anchoring system 103 has a base plate 200, a post 201 with a profile consisting of two flat rods 221, and absorber 110 between the post 201 and the rails 105-107.
With reference to Fig. 3, which also illustrates the anchoring system 103 of Fig. 2, but without the rails 105-107, where the base plate 200 also has two indentations 201-202. The base plate 202 also has bores such as bore 203 to anchor the base plate 200 and thus the anchoring system 103 to a civil engineering structure.
The profile 221 also has two protrusions 204-205 at the height of the base plate extending from the profile 221 to the side of the indentations 201-202. These protrusions 204-205 are made of the same material as the profile 221 or form a whole. There is a weld plate 206 placed between the protrusions 204-205 that connect the protrusions 204-205. Other weld plates 207-208 can also be provided that connect the profiles 221.
In addition, the post 201 is placed with the underside between the two indentations 201-202, preferably symmetrical as illustrated in Fig. 4 which is an illustration of a cross section of the base plate of the anchoring system 103.
When a force F is exerted on the post 201, as illustrated by 2010, a mechanical torque M is created at the height of the base plate as illustrated by 211. The protrusions 201-202 and the weld plate 206 ensure that the material between the base plate is plastically deformed by the torque M 211. This is further illustrated in Fig. 7B and Fig. 8B.
Fig. 7B illustrates a plastic deformation of the anchoring system 103, whereby the material 701 between the indentations 201-202 on which the post 201 is installed is deformed. Fig. 7A illustrates the situation before an impact has taken place, so when no deformation has yet taken place. On Fig. 7A and Fig. 7B, there is further illustration of the anchoring system 103 on a civil engineering structure that can be anchored using bolts 702-703 or even using four bolts via a chemical anchor for example. In addition, after an impact and deformation, the bolts 702-703 will still remain in the structure and thus not damage the structure. The zone 710 illustrates a part of the civil engineering structure.
According to a second embodiment as illustrated in Fig. 5 and Fig. 6, the post can also have a U-profile. The anchoring system 600 illustrated in Fig. 6 has again a base plate 601, two indentations 602-603 and three bore holes 601 and 604-605 to attach the anchoring system 600 to a structure.
The anchoring system 600 also has a post with a U-profile 610. The U-profile 610 has a closed side 611 and two lips 612-613 that form the open side 614 of the U-profile 610.
According to this embodiment, the close side 611 of the U-profile 610 is facing the indentations 602-603, thus toward the traffic side as illustrated in Fig. 5. In Fig. 5 the rails 501-506 are illustrated and supported by the anchoring system. The U-profile is further permanently connected via the underside of the closed side 611 to the base plate 601 in the zone between the indentations 602-603. This is further illustrated by 630.
Furthermore, in Fig. 7A and Fig. 7B the support foot 721 is illustrated and secured 724 to the post. This support foot 721 as illustrated in Fig. 7A is floating on the side away from traffic, as illustrated by reference 720. The support foot 721 can also contain a spring element 723, such as a folded end 723. After an impact, as illustrated in Fig. 7B, a part of the impact will be absorbed by the deformation of the support foot 730.
Both the anchoring system 103 and the anchoring system 600 have bevels 220 and 630 respectively to facilitate the plastic deformation.
Fig. 8A illustrates the vehicle deflection structure 101 as illustrated in Fig. 1 after an impact. Here one can see 800 that the anchoring system has been deformed, but remains attached to a part of the base plate 200 as illustrated in Fig. 8B with reference 801.

Claims

An anchoring system (103, 600) for a metal vehicle deflection structure (101) suitable for installation on a civil engineering structure (710), the anchoring system (103, 600) comprises:
- a base plate (200, 601) comprising a first set of anchoring materials (203, 501, 604, 605) at the edges of it configured to anchor the base plate (200, 601) to the civil engineering structure (710);

- a post (201) comprising a profile (221, 610) steady anchored to the base plate (200, 601);

whereby the base plate (200, 601) has two parallel indentations (201-202, 602-603) between the first set of anchoring material (203, 501, 604, 605), the indentations (201-202, 602-603) extending from the first side of the base plate in such a way that the profile is steady anchored on one part of the material between the indentations (201-202, 602-603); and

whereby the profile (221, 610) has bevels (220, 620) at the height of the base plate (200, 601) to a second side opposite the first side;

whereby the indentations (201-202, 602-603) and bevels (220, 620) are configured so that if there is force (210) exerted on the post, the material between the indentations can deform when a mechanical torque (211) exceeds a pre-defined value as a result of the impact.

CHARACTERIZED IN THAT

the anchoring system (103, 600) also has a support foot (721) attached to the post on the second side to support the post under a pre-defined angle, whereby the support foot (721) is configured in such a way that when no force is exerted on the post (201), there is no contact (720) between the support foot (721) and the substrate to which the anchoring system (103, 600) is attached.
The anchoring system pursuant to claim 1, whereby the support foot (721) has a spring element (723) at the end of it.
The anchoring system pursuant to one of the previous claims, whereby the support foot (721) has an L-plate or L-element.
An anchoring system (103, 600) for a metal vehicle deflection structure (101) suitable for installation on a civil engineering structure (710), the anchoring system (103, 600) comprises:
- a base plate (200, 601) comprising a first set of anchoring materials (203, 501, 604, 605) at the edges of it configured to anchor the base plate (200, 601) to the civil engineering structure (710);

- a post (201) comprising a profile (221, 610) steady anchored to the base plate (200, 601);

whereby the base plate (200, 601) has two parallel indentations (201-202, 602-603) between the first set of anchoring material (203, 501, 604, 605), the indentations (201 - 202, 602-603) extending from the first side of the base plate in such a way that the profile is steady anchored on one part of the material between the indentations (201-202, 602-603); and

whereby the profile (221, 610) has bevels (220, 620) at the height of the base plate (200, 601) to a second side opposite the first side;

whereby the indentations (201-202, 602-603) and bevels (220, 620) are configured so that if there is force (210) exerted on the post, the material between the indentations can deform when a mechanical torque (211) exceeds a pre-defined value as a result of the impact.

CHARACTERIZED IN THAT

the profile (202, 610) also has reinforcement material (204-205, 630) at the height of the base plate (200, 610) on the first side in the direction of the indentations (201-202, 602-603) and/or transverse to this direction.
The anchoring system pursuant to claim 4, whereby the reinforcement materials have protrusions (204, 205) in the direction of the indentations running oblique in the direction to the first side.
The anchoring system according to claim 5, whereby the reinforcement materials also have a weld plate (206) that connects the protrusions to each other.
The anchoring system according to claim 4, whereby the profile has a U-profile (610) with an open side (614) formed by lips (612-613), whereby the U-profile with the closed side (611) faces the side of the indentations (201-202, 602-603), whereby the closed side (611) is steady connected to the base plate by the underside, forming the reinforcement material (620) transverse to the direction of the indentations.
The anchoring system pursuant to one of the previous claims, whereby the distance between the two indentations (201-202, 602-603) is greater than the breadth of the profile.
The anchoring system pursuant to one of the previous claims, whereby the length of the indentations (201-202, 602-603) is smaller than the depth of the profile.
The anchoring system pursuant to one of the previous claims, whereby the post at the height of the base plate is placed symmetrically between the two indentations.
The anchoring system pursuant to one of the previous claims, whereby one post also has a second set of anchoring materials configured for the attachment of one or more guard rails (105-107, 501-503).
The anchoring system pursuant to claim 11, whereby the second set of anchoring agents has an absorber (108-110).
The anchoring system pursuant to one of the previous claims, whereby the first set of anchoring materials has bore holes (201-202, 602-603).
A metal vehicle deflection construction (101) that is suitable to be installed on a civil engineering structure (107), the civil engineering structure being suitable for vehicle traffic, the construction comprising a set of anchoring systems (102-104) pursuant to one of the previous claims and one or more guard rails (105-107) attached to the posts of the anchoring system, whereby, when attached, the longitudinal direction of the one or more rails is directed in a direction of traffic on the side of the traffic.
A kit of parts for the installation of a metal construction pursuant to claim 14, consisting of a set of anchoring systems pursuant to one of the claims 1 to 13 and one or more rails.