Traffic guide employable as a median barrier and road edge barri

Details Traffic guide employable as a median barrier and road edge barri Traffic guide employable as a median barrier and road edge barri

1980-08-15

1983-03-15

Byers, Jr., Nile C.

Road structure, process, or apparatus

Traffic steering device or barrier

404 9, 404 13, E01F 1300

Patent

active

043765947

DESCRIPTION:

BRIEF SUMMARY
CROSS REFERENCE TO RELATED APPLICATION

This application is a national phase application of the Patent Cooperation Treaty application Ser. No. PCT/AT/29/00009 filed Dec. 14, 1979 and based upon Austrian application Ser. No. A 8949/78 filed Dec. 15, 1978.


FIELD OF THE INVENTION

The invention relates to a traffic guide with a profile on two sides to be employed as a median barrier for roads or with a one sided profile to be employed as a road edge barrier, wherein the profile is provided with a substantially vertical lower side surface, a run-up face adjoining with a run-up edge to the vertical lower surface and running inclined to the outside and thereabove with a deflecting strip staggered towards the outside relative to the run-up face and interacting with the motor vehicle below the automobile body.


BACKGROUND OF THE INVENTION

Roadway dividers and barriers acting only on the wheels and the steering of the motor vehicle have been developed, since automobile body active guides suffer from obvious disadvantages. When these are rigid, for example steel rails or concrete walls, then deformation and considerable damage of the impacting parts of the motor vehicle occurs under high decelerations and uncontrolled deflection angles. Flexible catch devices (wire nets and ropes) require a large amount of space with their necessary effective depth. Sometimes too little protection is provided against penetration and the repair and maintenance costs are high. Semirigid guides (aluminum or steel sheet profile guard rails) require less space and decelerate vehicles less abruptly, but they generate high repair costs for the motor vehicle and the guard rail. For large kinetic energies, the penetration resistance is also too low. Also guides acting both on the wheels and steering as well as on the automobile body are not satisfactory. Such structures have been developed in the United States and have been applied worldwide (New Jersey profile, MB 5). They provide an inclined rising base and then a nearly vertical concrete wall of a height of about 1 m. The wheels near the barrier run initially up and are lifted thereby producing an overturning moment. Only then can the automobile body parts contact the wall reflectively. This problem has never been satisfactorily overcome nor can damage to the vehicle be minimized.
Thus, there is the desire for employing guides which act solely on guides have hardly ever been employed, since it has not been possible in the past to provide a construction which met the following requirements:
1. The resulting redirecting forces and therewith the injury risk of the passengers of an impacting vehicle should be kept as low as possible,
2. the impacting vehicle should not be damaged at all or the damage should be kept low,
3. a damaging of the guide by the impact of the vehicle should be prevented,
4. crossing, jumping over or sideways rolling over should be reliably prevented,
5. the skidding off vehicle should be able to be guided with operable steering and if possible without uncontrolled deflection into the lane,
6. this redirecting should be effected in the same way for both rolling and skidding vehicles, and
7. the barrier height and width should be as low as possible should be provided for widespread use.
For example, in a publication by Dunlap in Highway, Res. Rch. 460,1973 page 3 several profiles are described, which were subjected to a test series in 1953 in California. These profiles have in each case a total height of at most 35 cm and do not act on the automobile body. They can have a simple outwardly inclined bevelled surface which has been found to be substantially useless, since only in few cases could they prevent a passing over the upper edge by the vehicle. If they are provided on their upper edge with a deflecting strip protruding against the lane, then their effectiveness is much higher. Damage to the wheels and wheel mountings however occurs even at low velocities, since the provision also at low velocities and impact angles results in a hard impact of the rim.
In a pub

REFERENCES:
patent: 1927189 (1933-09-01), Sory
patent: 2153392 (1939-04-01), Robertson
patent: 2994255 (1961-08-01), Trief et al.
patent: 3326099 (1967-06-01), Cova et al.
patent: 4307973 (1981-12-01), Glaesener
"Concrete Median Barrier Safely Redirects Impacting Cars" by Edwin C. Lokken, M. Asce-Oct. 1971-Civil Engineering ASCE, (pp. 77-80).

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