| WO/2006/123864 | GUARDRAIL WITH A BUFFER BRACKET FOR A ROAD |
| JP2006348546 | CONSTRUCTION METHOD FOR PREVENTING STICKING OF METAL FRAGMENT TO GUARDRAIL |
| JP2000319834 | PROTECTION FENCE FOR ROAD |
| 1. | An arrangement for securing, to a post (2) adjacent a carriageway, a crash barrier (1) with an open profile (4) in its longitudinal direction, and comprising an anchorage element (5) with a portion designed to be accommodated interiorly in the profile (4), and having a transverse dimension which, at least in one direction, is larger than the width of the longitudinal opening (11) of the profile (4), characterized by a bracket (3) which extends transversely over the opening (11) of the profile (4), and at least one clamping member (6) for drawing the anchorage element (5) towards the post (2), the anchorage element (5) being disposed to urge the edges of the longitudinal opening (11) of the profile towards the bracket (3). |
| 2. | The arrangement as claimed in Claim 1, characterized in that the profile (4) has two flanges (10) which are disposed along the longitudinal opening (11) and are approximately parallel; and that the bracket (3) is approximately Ushaped and surrounds the flanges (10). |
| 3. | The arrangement as claimed in Claim 1 or 2, characterized in that the anchorage element (5), which is drawable by means of the clamping member (6) towards the post (2), is disposed, by wedging effect, to flare the longitudinal opening (11) on tightening. |
| 4. | The arrangement as claimed in any of Claims 1 to 3, characterized in that one of the transverse dimensions of the anchorage element (5) is smaller than the longitudinal opening (11) of the profile (4) so that the anchorage element (5) is insertable in the longitudinal opening (11) and thereafter twistable approximately 1/4 of a revolution to a position where it is no longer withdrawable. |
| 5. | The arrangement as claimed in any of Claims 1 to 3, characterized in that all transverse dimensions of the anchorage element (5) are larger than the longitudinal opening (11) of the profile (4), so that the anchorage element (5) is insertable in the short end of the profile (4) and shiftable along the profile (4) to the desired position. |
| 6. | The arrangement as claimed in any of Claims 1 to 5, characterized in that the profile of the mounted anchorage element (5) most proximal the post (2) corresponds with the inner crosssection of the profile (4). |
| 7. | The arrangement as claimed in any of Claims 1 to 6, characterized in that the clamping member (6) includes a nut which is disposed on that side of the post (2) which is turned to face away from the carriageway. |
| 8. | The arrangement as claimed in any of Claims 1 to 6, characterized in that the head of the clamping member (6) is disposed on that side of the post (2) which is turned to face away from the carriageway. |
| 9. | The arrangement as claimed in Claim 8, characterized in that a nut is disposed on the anchorage element (5), preferably by welding. |
| 10. | A method of securing, to a post, a crash barrier (1) with a profile (4) which is open in its longitudinal direction, comprising the step that an anchorage element (5) is moved in interiorly in the profile (4), characterized in that a Ushaped bracket (3) is placed transversely over the longitudinal opening (11) of the profile (4) so that the edges of the profile (4) are surrounded, that the anchorage element (5) is drawn towards the post (2) and caused to exercise an interior wedging effect against the post (2) so that the edges of the profile (4) are urged outwards towards the inside of the bracket (3). |
The present invention also relates to a method of anchoring a crash barrier with a profile which is open in its longitudinal direction, the method comprising the step that the anchorage element is passed in interiorly into the profile.
BACKGROUND ART A number of various types of so-called crash barriers are previously known in the art. A very commonly occurring type of crash barrier is such which consists of one or more metal profiles substantially parallel with the ground.
The profile or profiles have a substantially W-shaped cross section, with two longitudinal ridges or bights. Between the ridges, there is a depression- shaped portion which is often utilised to secure the metal profiles to those posts which support the crash barrier. Thus, parts of the anchorage elements will be visible on that side of the barrier facing towards the carriageway.
This is not only an aesthetic drawback, but also increases the risk of serious damage to vehicles and injury to their occupants, since there is an imminent risk that a colliding vehicle fastens in the anchorage elements. Instead, a correctly designed crash barrier should act so as to return the vehicle back into the carriageway after a possible collision with the crash barrier.
NO 127 931 discloses a crash barrier which lacks a number of the above- mentioned drawbacks. The crash barrier displays a surface without projections in which a colliding vehicle may fasten. This has been achieved in that the crash barrier consists of an open metal profile whose opening is
turned to face downwards, towards the ground. The profile is supported by posts, preferably of wood, whose cross section corresponds with the cross section of the profile. One drawback inherent in this design and construction is that each one of the supporting wooden posts must be given the cross section of the metal profile, which is both time-and labour-consuming.
Another drawback is that the posts and metal profiles are not otherwise interconnected to one another, which, at least with the passage of time, would entail that the crash barrier becomes unsteady.
PROBLEM STRUCTURE The present invention has for its object to design the arrangement disclosed by way of introduction and the method intimated by way of introduction such that no projecting parts of anchorage elements are turned to face towards the carriageway, at the same time as the crash barrier must be simple and economical in manufacture, assembly and use.
SOLUTION The objects forming the basis of the present invention will be attained in respect of the arrangement disclosed by way of introduction if this arrangement is characterized by a bracket which extends transversely over the opening of the profile and which is placed between the profile and the post, at least one clamping member for drawing the anchorage element towards the post, the anchorage element being disposed to urge the edges of the longitudinal opening of the profile towards the bracket.
In respect of the method, the objects according to the present invention will be attained if this is characterized in that a U-shaped bracket is placed transversely over the longitudinal opening of the profile so that the edges of the profile are surrounded, that the anchorage element is drawn towards the post and is caused to exercise an interior wedging effect against the post so that the edges of the profile are urged outwards towards the inside of the bracket. r
Further advantages will be attained if the arrangement according to the present invention is also given the characterizing features as set forth in appended subclaims 2 to 9.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS The present invention will now be described in greater detail hereinbelow, with particular reference to the accompanying Drawings. In the accompanying Drawings: Fig. 1 is a vertical section through the crash barrier according to the present invention, at right angles to the longitudinal direction of the barrier; Fig. 2 is a straight side elevation of the anchorage element seen from the right in Fig. 1; Fig. 3 is a straight side elevation of the bracket seen from the left in Fig. 1; Fig. 4 is a straight side elevation of the arrangement according to the present invention, including the post, seen from the left in Fig.
1; Fig. 5 shows the crash barrier according to Figs. 1 and 4 straight from beneath; Fig. 6 is a sectional view of an anchorage element according to another embodiment of the present invention; and Fig. 7 is a view corresponding to that of Fig. 1 of the alternative embodiment which is shown in Fig. 6.
DESCRIPTION OF PREFERRED EMBODIMENT In Figs. 1,4 and 5, reference numeral 1 refers to a crash barrier which is disposed along a carriageway or roadway, in order to catch a motor vehicle which, for one reason or another, has gone off course. Reference numeral 2 relates to a post secured in the ground which, by the intermediary of a laterally horizontally projecting bracket 3, supports a metal profile 4 which constitutes the crash barrier proper and which extends approximately horizontally along the carriageway at a level which is flush with the hubcap region of an average motor vehicle.
It will be apparent from Fig. 1 that the profile 4 has an approximately circular main portion 12 which is turned to face towards the carriageway. On its side facing away from the carriageway, the main portion 12 has a longitudinal opening 11 with edges 10. Along the opening 11, the profile 4 has edge flanges 13 which are approximately horizontal and parallel with one another and which are disposed one along each edge 10 of the opening 11. The edge flanges 13 are thus located on the side of the barrier turned to face away from the carriageway.
It will be apparent from Figs. 1 and 5 that the bracket 3 is located between the post 2 and the profile 4 and is in the form of a relatively short profile piece of approximately U-shaped cross section with two approximately mutually parallel shanks which are spaced apart in such a manner that they straddle the opening 11 and in particular accommodate the two edge flanges 13 between them. At opposing end portions, the bracket has openings or slots 9 in its web for the passage of clamping members 6 such as screws or bolts, the clamping members 6 (as is best apparent from Fig. 5) joining together, on the one hand, the profile 4 with the bracket 3 and, on the other hand, the bracket 3 with the post 2.
The anchorage element 5 is dimensioned to be moved, with a portion 14, into the profile 4 at its opening 11. For this reason, this portion 14 has, in one direction, a transverse dimension which is less than the width of the opening 11. At right angles or transversely in relation to this direction, the above-
mentioned portion has a transverse dimension which is greater than the width of the opening.
The portion 14 of the anchorage element 5 has two plate-shaped side pieces 8 which are disposed in spaced apart relationship from one another and are approximately mutually parallel, and are provided with edge portions 15 for abutment interiorly against the inner surface of the profile 4 on either side of the opening 11. The edge portions 15 are shaped in order, when the anchorage element 5 is subjected to a drawing force out of the main portion 12 of the profile and out between the edge flanges 13, to realise a wedging effect which strives to broaden or flare the opening 11 and move the edge flanges 13 away from one another. In particular, the edge portions 15 may be approximately complementary to the inner surface of the profile 4 in the contact region with the anchorage element 5.
On assembly of the crash barrier 1, a bracket 3 is caused to straddle the edges 10 and the longitudinal opening 11 transversely of the longitudinal direction of the opening 11. The anchorage element 5 which has a cross-sectional dimension which is less than the width of the longitudinal opening 11, is moved into the longitudinal opening and is thereafter twisted through approximately 1/4 of a revolution. It is then impossible to draw the anchorage element straight out through the longitudinal opening 11, since parts 15 of the anchorage element 5 abut against the inside of the profile 4.
Thereafter, the profile 4 and the anchorage element 5 are clamped against the bracket 3 and the post 2 with the aid of a clamping member 6, for example in the form of a bolt or screw provided with a nut.
When the clamping member 6 is tightened, the anchorage element 5 is drawn steadily closer to the post 2 and the bracket 3. The anchorage element 5 is provided with two side pieces 8 whose profile partly corresponds with the inner cross section of the profile 4. The anchorage element 5 thereby exercises an interior wedging effect on the profile 4 so that its edges 10 are forced apart at the same time as being urged against the insides of the bracket 3.
In general, it is appropriate to insert the clamping member 6 in the anchorage element 5 before this is passed into the profile 4 and twisted through 1/4 of a revolution. When the anchorage element 5 is inserted in the profile 4, it is displaced along the profile 4 until such time as the clamping member 6 may be inserted in the slot 9 in the bracket 3. Thereafter, the clamping member 6 is tightened as described above. In addition, the bracket 3 must also be secured to the post 2 by means of a corresponding clamping member 6. The final result will be a crash barrier on which the anchorage elements are turned to face away from the carriageway so that their harmful effects are minimised in the event of a collision.
DESCRIPTION OF ALTERNATIVE EMBODIMENT Figs. 6 and 7 show an alternative embodiment of the anchorage element 5.
The main principles of how the anchorage element, by wedging effect, clamps the profile 4 against the bracket 3 are the same as those described in the foregoing, but the anchorage element has a partly different composition and method of use.
The essential difference, as is best seen in Fig. 6, is that the anchorage element 5 is provided with two holes 7 between the side pieces 8. This implies that the anchorage element 5 in the alternative embodiment does not have a transverse dimension which is less than the width of the longitudinal opening 11 in the profile 4. As a result, it is impossible to insert and thereafter twist the anchorage element 5 in the longitudinal opening 11.
Instead, the anchorage element 5 is inserted from the short side of the profile and is thereafter shifted a longer distance to the bracket 3 for securement. As a result, the securement will be more stable, even though the assembly operation will be slightly more complicated.
The holes in the anchorage element 5 according to Fig. 6 are threaded. This makes for the use of a clamping member 6 which lacks a loose nut. As a result, it is possible to obtain a more aesthetically appealing anchorage of the crash barrier. An alternative to threading the holes 7 is to provide the anchorage element 5 with fixedly welded nuts at these holes 7.
That described above in respect of the threading and nuts for the holes 7 in the anchorage element 5 in Fig. 6 also applies to the anchorage elements 5 which are only provided with a single hole 7.
The main portion 12 need not necessarily be circular, but may have any other appropriate configuration which is deemed suitable taking into account its shock-absorbing and vehicle-righting capabilities. In certain cases, it may be appropriate to adapt the configuration of the anchorage element 5 so that an optimum wedging effect is obtained on tightening of the clamping member 6.
The profile 4 as a whole may also be given a different appearance. On condition that the bracket 3 is given a substantially more planar appearance, possibly as a shallow gutter, it is possible to dispense with the edge flanges 13. The anchorage element 5 must possibly also be given another configuration. The primary factor is no longer to force apart the edges 10, since the edge flanges 13, which had previously been urged against the bracket 3, are absent. Instead, the anchorage element 5 should preferably urge the profile 4 against the bracket 3 when the clamping member 6 is tightened.
In Figs. 4 and 5 relating to the preferred embodiment, it is clearly visible that the bracket 3 has been secured to the post 2 with one clamping member 6 and that the profile 4 has been secured to the bracket 3 by means of an additional clamping member 6. Often, the bracket 3 is first mounted on the post 2, whereafter the clamping member 6 on which the anchorage element 5 is mounted is slid into the slot 9 in the bracket 3. Instead, in certain cases a construction entailing that the bracket 3, the anchorage element 5 and the profile 4 are secured to the post 2 using one and the same clamping member 6 should be appropriate. The assembly operation when the clamping member 6 is to be inserted into a hole 16 in the post 2 may be slightly more complicated, but in return a considerably fewer number of clamping members 6 taken as a whole needs to be tightened.
The present invention may be modified without departing from the scope of the appended Claims.