RU2778582C1 - Protective roller device (options) - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: inventions group relates to the field of transport and is intended for effective road fencing and smooth return of the vehicle to the road in case of traffic accidents. The first version of the protective roller device contains two lines of protection. The first line of defense is formed by shock-absorbing roller elements coaxially mounted on vertically oriented racks. The second line of defense is formed by horizontally oriented safety beams fixed on racks. Cushioning roller elements are made with a clearance interval between them and with an external shape protruding beyond the outer boundaries of the surface of the safety beams. Safety beams are made with the possibility of deflection. Safety beams are made with the possibility of deflection. The device creates the formation of a tangential mode of motion of the vehicle. The second version of the protective roller device contains three lines of protection. The third line of protection is made under the lower safety beams and includes at least one additional safety beam fixed on each rack, and shock-absorbing roller elements made with a greater mass than the shock-absorbing roller elements of the first line of protection.

EFFECT: increased reliability, improved holding and returning functions, smooth return of the vehicle to the road, synergistic effect of the protective lines of the device, compensation of the impact of the vehicle and maximum braking of the vehicle, reduction of the possibility or elimination of the rebound of the vehicle from the device.

108 cl, 47 dwg, 4 tbl

Description

The claimed group of inventions relates to the field of transport and is intended for effective road fencing and smooth return of the vehicle to the road in case of traffic accidents.

BACKGROUND OF THE INVENTION

The repayment of the energy of the movement of the vehicle, i.e. creation of a barrier to the movement of the vehicle, turning off its movement, reducing the energy of movement, within the framework of this application, is considered as a function of the removal (absorption) of the energy of the movement of the vehicle due to the friction of two surfaces, braking due to the contact of parts of the surfaces, and also due to the transition of kinetic energy into potential upon impact with the release of heat.

The absorption of the energy of the movement of the vehicle is the translation, the transfer of the movement of the vehicle into the movement of individual elements of the road roller fence: the rotation of the rollers, the deflection of the rollers, the deflection of the beams.

From the prior art it is known that originally there were road barriers with a holding function. These are metal structures rigidly installed in the ground of each rack with massive horizontal elements, as well as structures using concrete elements. At the same time, statistics have shown that such fences do not justify themselves in real conditions. Improved designs with rollers have appeared.

As analogues of the proposed group of inventions, one can designate patent documents in which roller guards are disclosed: RU2393288C1, publication date 06/27/2010, RU2694322C2, publication date 07/11/2019, CN206486843, publication date 09/12/2017, CN107780365, publication date 09.03 and others.2 .

Closest to the claimed group of inventions is the technical solution of the Korean company KSI CO LTD (KR) (patented in different countries, group of patents: KR 100912376, 08/10/2009, KR101003368, 12/16/2010, EP2431526, 03/21/2012, also published as US2013001701 CN102027173, MYPI 2010003251, WO/2010/093122, IN726/DELNP/2010). The general drawing (http://www.ksikorea.com/ru/design-reference/) shows a roller fence with the dimensions of the main parts, manufactured in accordance with the indicated patents.

In the sources listed, in particular in the patent document KR100912376, a shock-absorbing device for the road is disclosed and information is provided that in the event of a collision of a vehicle and its possible removal to the center of the road or to the side of the road, the impact can be reduced while absorbing the shock, slowing down and preventing moving out of the lane or into the oncoming lane. The shock-absorbing structure for the road is configured to return to the normal direction of travel, and comprises a main body; a first post recessed and fixed at regular intervals on the center line or on the road side of the road; a post rotating a support tube that is capable of being rotated and rotated through the post; and a rotating support tube. The stand rotating the support tube has a cylindrical shape, rotatably mounted on the outer peripheral surface of the rotating support tube, a buffer member and an outer part formed therein, with a plurality of high-bright reflective strips installed therein, a mounting hole formed in its center; and damping element. On the top/bottom of the shock-absorbing element is installed on the top/bottom of the support to connect with a protective fence installed horizontally on both sides of each of the lower parts; and a guard installed horizontally on both sides of each of the lower parts, and having a connection hole formed in its center so as to be inside the rack for installation on the upper end surface of the lower guard, and having a first fixing groove formed on the part of the inner the peripheral surface of the connecting hole, fixed by the locking pin; and a second plurality of radial protrusions projecting upward on its upper surface are formed on the upper surface of the rotary locking plate, and a damping member which is mounted on the upper part of the rotary locking plate and formed inside the outer circumferential surface of the rotary support tube; And a plurality of radial protrusions protruding downward from the lower end surface of the housing are formed on the lower end surface of the housing.

The study of the listed developments of the Korean company in the subject under consideration made it possible to see a number of shortcomings of the well-known design:

- the close location of the surfaces of the roller and horizontal beams during the initial contact of the vehicle from a collision with the barrier device leads to the impact of the vehicle on the beams, and to the lack of participation of the rollers in achieving the final result with the consequences of loads, short-term acceleration on passengers and the vehicle, complex evolution of movement of the vehicle, as well as to the impact of the lower edge of the vehicle body on the lower beam, collision of the wheel or the side of the wheel on the beam or roller;

- the wheel has a high speed and rotational energy, which leads to a massive primary collision, and the subsequent sharp turn and rebound of the vehicle, collision with the vehicle wheel (or the rear part of the body and the wheel) on the road roller guard;

- the roller has a strictly shock-absorbing function, and does not significantly participate in the repayment, absorption of the energy of the vehicle’s movement, as well as in the further movement of the vehicle, the rollers do not take on some of the energy due to the light mass of the roller (the rollers inside consist of low-density materials, such as polyurethane with foamy structure, and have a smooth side surface);

- horizontal protective-absorbing beams and their design of connection with the posts receive the impact energy and the subsequent energy of the vehicle movement and carry the main dynamic and power load of energy absorption from a collision with the vehicle, and perform the main holding capacity of the fence (in accordance with GOST 31994 -2013 "INTERSTATE STANDARD Technical means of traffic organization ROAD FENCES"). However, in this case, there is no redirection of the vehicle;

- lack of consideration of the fact that a heavier mass is in the lower level of the vehicle - the main power units and mechanisms, the bottom of the body, wheels, etc.;

- the design creates a loss of the ability to absorb energy from the vehicle and redirect the vehicle at the moment of collision and the vehicle enters the gap between the rollers, since the impact is immediately received by the open parts of the beams;

- during the primary collision and the initial angle of collision with the barrier, the device does not redirect the vehicle movement to a sharper angle to the line of the road roller barrier and turn the vehicle along the tangential direction of the vehicle movement to the road roller barrier, and, as a result, leads to a large overrun vehicle;

- hooking elements in the design of the interaction of the roller and the rack to reduce the rotation of the roller create an artificial obstacle and braking to fully start the rotational moment of the roller and absorb the energy of movement of the roller from the vehicle.

The analysis of the prior art showed that there is a need to create a device that would provide:

- increasing the reliability of operation and improving the quality of the holding and returning functions of the device, achieving the quality of the smooth return of the vehicle to the road;

- execution in the device of two active protection lines, a line of protective-absorbing rollers and a line of protective-absorbing beams;

- increasing the efficiency, continuity and maximum duration of the interaction of the roller with the vehicle for the maximum possible absorption of the energy of the vehicle's movement and redirection of the vehicle to the tangential direction of the vehicle's movement to the road roller fence;

- elimination of the possibility of direct interaction, direct contact, impact primarily on the lower beam in the event of a collision and while continuing to move the vehicle;

- taking into account the distribution of the mass of the vehicle along the vertical of the vehicle when it interacts with the rollers and other elements of the road roller fence, taking into account the ratio of the mass of the upper and lower parts of the vehicle;

- creation of structural conditions for a turn to the tangent direction of the vehicle to the line of the road roller fence (to the line of the protective device) and the subsequent maximum repayment and absorption of the energy of the vehicle by the lines of protection.

DISCLOSURE OF THE INVENTION

The technical result to be achieved by the proposed solutions is:

- improving the reliability of the device;

- improving the holding and returning functions of the device;

- implementation of a smooth return of the vehicle to the road by forming and maintaining the tangential direction of the vehicle;

- ensuring the synergistic effect of the protective lines of the device;

- providing compensation for the impact of the vehicle and maximum braking of the vehicle;

- reducing the possibility or elimination of the rebound of the vehicle from the device.

The technical result is achieved by the fact that a protective roller device has been developed, containing two lines of protection for receiving a collision with a vehicle and protecting the vehicle, the first line of protection is formed by shock-absorbing roller elements coaxially mounted on vertically oriented racks, and the second line of protection is formed by horizontally oriented safety beams fixed on the racks, while the racks are made long and short, long racks are rigidly installed in the ground, and short racks are made without contact with the ground, safety beams are fixed in the upper and lower parts of each rack in pairs on both sides of the racks, shock-absorbing roller elements are placed between the upper and lower safety beams and are made with the possibility of rotation around the rack and with an external shape protruding beyond the outer boundaries of the surface of the safety beams, while the size of the protruding sections of the shock-absorbing roller element ovs and the size of the areas of their contact with the vehicle section during a collision ensure the adhesion and friction of these sections and the launch of the torque moment of the body mass of the shock-absorbing roller elements, and the size of the clearance interval between the shock-absorbing roller elements installed on adjacent racks is the distance that ensures the passage of the site by the vehicle paths along shock-absorbing roller elements with maximum contact, and safety beams are made with the possibility of deflection and formation of a tangential mode of vehicle movement.

Long and short stances can be done at regular intervals. Long and short stances can be done at different intervals.

Long racks can be made on piles having a profile: C-shaped, T-shaped, I-beam.

Long posts can be equipped with an adapter with an internal hole that repeats the profile of the pile.

The long poles may be installed on the median and/or shoulder of the road and/or right of way and/or on the median of the road passing over the bridge and/or the side of the road passing over the bridge.

Long posts can be fixed with flanges.

Long and short racks can be made with an inclination to the vertical. Long posts can be made with a bend above ground level. Long posts can be made with a bend immersed in the ground.

Long and short posts may have tapered sections.

The heads of long and short poles can be made of a conical shape with the possibility of installing coaxial external springs at the ends of the poles.

The safety beams on the side of collision with the vehicle can be made concave towards the pillars.

The safety beams on the side of collision with the vehicle can be made curved from the racks.

Safety beams can be made with a small radius of curvature.

The side surfaces of the lower and upper safety beams can be coated.

The side surfaces of the lower and upper safety beams can be provided with polymer composite strips with a smooth laminated outer surface.

The profile of safety beams can be made rectangular, W-shaped, concave to the horizontal axis of the beam, curved from the horizontal axis of the beam.

The safety beams can be separated from the rollers by protective plates. The protective plates can be spring-loaded from the side of the safety beams.

Safety beams can be made with built-in rotating small rollers.

Safety beams can be fixed on the racks by means of clamping and tensioning mechanisms.

Clamps can be used in the clamping-tensioning mechanism, which can be a spring clamp, which is metal or rubber springs, clamping plates, which are flexible profiled metal or rubber plates.

Safety beams can be additionally equipped with rails. Clamps are installed between the safety beam and the rail along the entire length of the safety beam. Rotating small rollers can be built into the rails.

Between the upper and lower safety beams on each rack there is at least one shock-absorbing roller element.

When more than one shock-absorbing roller element is placed between the upper and lower safety beams, the contact surfaces of adjacent shock-absorbing roller elements are made smooth.

When more than one shock-absorbing roller element is placed between the upper and lower safety beams, the contact surfaces of adjacent shock-absorbing roller elements are made rough.

Cushioning roller elements are made in the form of bodies of revolution with a through hole made vertically oriented along the central axis of the body of revolution.

Cushioning roller elements may consist of one rotation body or be composed of several rotation bodies.

A cylinder, a ball, a torus, a disk, a cone, an ellipsoid, a hyperboloid and other bodies of revolution can act as bodies of revolution.

The shell of the shock-absorbing roller element can be made in one piece, from elastic materials.

When placed between the upper and lower safety beams more than one cylindrical shock-absorbing roller element, the planes of the shock-absorbing roller elements directed towards each other can be made inclined.

Cushioning roller elements can be made with a conical outer surface.

Cushioning roller elements can be provided with protrusions.

The shock-absorbing roller elements can be made with a shape having a flower with round petals in cross section, while an angle of not more than 120 degrees is formed between two adjacent petals.

Cushioning roller elements can be made with built-in rotating small rollers.

Cushioning roller elements can be made with soft, flexible shells. Cushioning roller elements can be made with soft, flexible shells filled with bulk material. Sand can be chosen as bulk material.

When the shock-absorbing roller elements are made in the form of discs, the discs may have soft edges.

Shock-absorbing roller elements can be made of carousel type.

Shock-absorbing roller elements can be made with a displaced center of mass.

In the space between the outer surface of each rack and the inner surface of the through hole of the shock-absorbing roller element, clamps can be installed. Spring clamps for compression are selected as clamps. Spring clamps for compression can be equipped with internal inserts. Internal inserts can be made in the form of a hexagonal tube for 6 flat springs. The inner inserts can be made in the form of a cylindrical tube for a flat band helical spring.

The size of the protruding sections of the shock-absorbing roller elements can be no more than 15 cm.

The size of the areas of contact of the shock-absorbing roller elements with the vehicle section during a collision is determined by a rectangle, the width of which is not more than 35% of the minimum horizontal size of the shock-absorbing roller element, and the height is not more than 90% of the vertical size of the shock-absorbing roller element.

The size of the clearance interval between the shock-absorbing roller elements can be from 0.5 to 1.5 of the minimum horizontal dimension of the shock-absorbing roller element.

The second invention of the group of inventions, which makes it possible to achieve the above technical results, proposes a protective roller device containing two lines of protection for receiving a collision with a vehicle and protecting the vehicle, the first line of protection is formed by shock-absorbing roller elements coaxially mounted on vertically oriented racks, and the second the line of protection is formed by horizontally oriented safety beams fixed on the posts, while the posts are made long and short, the long posts are rigidly installed in the ground, and the short posts are made without contact with the ground, the safety beams are fixed in the upper and lower parts of each post in pairs on both sides of the racks, shock-absorbing roller elements are placed between the upper and lower safety beams and are made with the possibility of rotation around the rack and with an external shape protruding beyond the outer boundaries of the surface of the safety beams, while the size of the protruding sections of the shock-absorbing roller elements and the size of the areas of their contact with the area of the vehicle in a collision provide adhesion and friction of these sections, and start the torque moment of the body mass of the shock-absorbing roller elements, and the size of the clearance interval between the shock-absorbing roller elements installed on adjacent racks is the distance , which ensures that the vehicle passes the track section along the shock-absorbing roller elements with maximum contact, and the safety beams are made with the possibility of deflection and the formation of a tangential mode of movement of the vehicle, while the protective roller device contains a third line of protection, made under the lower safety beams, and including, at least one additional safety beam fixed on each rack, and shock-absorbing roller elements coaxially mounted on the racks between the safety beams and up to additional safety beams, made with a greater mass than the shock-absorbing roller elements of the first line of protection.

Long and short stances can be done at regular intervals. Long and short stances can be done at different intervals.

Long racks can be made on piles having a profile: C-shaped, T-shaped, I-beam. Long posts can be equipped with an adapter with an internal hole that repeats the profile of the pile.

The long poles may be installed on the median and/or shoulder of the road and/or right of way and/or on the median of the road passing over the bridge and/or the side of the road passing over the bridge.

Long posts can be fixed with flanges.

Long racks can be made with an inclination to the vertical. Long posts can be made with a bend above ground level. Long posts can be made with a bend immersed in the ground.

Long and short posts may have tapered sections.

The heads of long and short poles can be made of a conical shape with the possibility of installing coaxial external springs at the ends of the poles.

The safety beams on the side of collision with the vehicle can be made concave towards the pillars.

The safety beams on the side of collision with the vehicle can be made curved from the racks.

The side surfaces of the lower and upper safety beams can be coated.

The side surfaces of the lower and upper safety beams can be provided with polymer composite strips with a smooth laminated outer surface.

Safety beams and additional safety beams can be fixed to the racks by means of clamping and tensioning mechanisms.

Clamps can be used in the clamping-tensioning mechanism, which can be a spring clamp, which is metal or rubber springs, clamping plates, which are flexible profiled metal or rubber plates.

Spring clamps for compression can be installed between the additional safety beams and the lower safety beams. Spring clamps are made of a flat tape in the form of an elastic spiral ring with the possibility of compression.

Safety beams and additional safety beams can be made with a small radius of curvature.

The profile of safety beams and additional safety beams can be made rectangular, W-shaped, concave to the horizontal axis of the beam, curved from the horizontal axis of the beam.

Safety beams and additional safety beams can be separated from the damping roller elements by protective plates. The protective plates can be spring-loaded from the side of the beams.

Additional safety beams can be made with a smooth surface on the side of collision with the vehicle.

Additional safety beams can be made with a smaller thickness than the safety beams.

Safety beams and additional safety beams can be made with built-in rotating small rollers.

Safety beams and additional safety beams can be additionally equipped with rails with clamps installed along the entire length of the beams. Rotating small rollers can be built into the rails.

Between the upper and lower safety beams on each rack there is at least one shock-absorbing roller element. Between the lower safety beams and additional safety beams, at least one shock-absorbing roller element is placed on each rack.

When more than one shock-absorbing roller element is placed between the beams, the contact surfaces of adjacent shock-absorbing roller elements are made smooth.

When more than one shock-absorbing roller element is placed between the beams, the contact surfaces of adjacent shock-absorbing roller elements are made rough.

Cushioning roller elements are made in the form of bodies of revolution with a through hole made vertically oriented along the central axis of the body of revolution.

Cushioning roller elements may consist of one rotation body or be composed of several rotation bodies.

A cylinder, a ball, a torus, a disk, a cone, an ellipsoid, a hyperboloid and other bodies of revolution can act as bodies of revolution.

The shell of the shock-absorbing roller element can be made in one piece, from elastic materials.

When placed between the upper and lower safety beams more than one cylindrical shock-absorbing roller element, the planes of the shock-absorbing roller elements directed towards each other can be made inclined.

Cushioning roller elements can be made with a conical outer surface.

Cushioning roller elements can be provided with protrusions.

The shock-absorbing roller elements can be made with a shape having a flower with round petals in cross section, while an angle of not more than 120 degrees is formed between two adjacent petals.

Cushioning roller elements can be made with built-in rotating small rollers.

Cushioning roller elements can be made with soft, flexible shells. Cushioning roller elements can be made with soft, flexible shells filled with bulk material. Sand can be chosen as bulk material.

When the shock-absorbing roller elements are made in the form of discs, the discs may have soft edges.

Shock-absorbing roller elements can be made of carousel type.

Shock-absorbing roller elements can be made with a displaced center of mass.

In the space between the outer surface of each rack and the inner surface of the through hole of the shock-absorbing roller element, clamps can be installed. Spring clamps for compression are selected as clamps. The spring clamp of the shock-absorbing roller element of the third line of protection can be made with a higher spring stiffness than the spring clamp of the shock-absorbing roller element of the first line of protection. Spring clamps for compression can be equipped with internal inserts. Internal inserts can be made in the form of a hexagonal tube for 6 flat springs. The inner inserts can be made in the form of a cylindrical tube for a flat band helical spring.

The shock-absorbing roller elements of the third line of protection can be made with a higher height than the shock-absorbing roller elements of the first line of protection.

The size of the protruding sections of the shock-absorbing roller elements can be no more than 15 cm.

The size of the protruding sections of the shock-absorbing roller elements of the third line of protection may exceed the size of the protruding sections of the shock-absorbing roller elements of the first line of protection by 1-3 cm.

The size of the areas of contact of the shock-absorbing roller elements with the vehicle section during a collision is determined by a rectangle, the width of which is not more than 35% of the minimum horizontal size of the shock-absorbing roller element, and the height is not more than 90% of the vertical size of the shock-absorbing roller element.

The size of the clearance interval between the shock-absorbing roller elements can be from 0.5 to 1.5 of the minimum horizontal dimension of the shock-absorbing roller element.

In addition to achieving the above technical results, the second version of the proposed device makes it possible to take into account the distribution of the mass difference between the upper and lower parts of the vehicle. In addition, by absorbing the initial impact of a collision, they provide additional protection to the lower safety beams.

BRIEF DESCRIPTION OF THE DRAWINGS

On FIG. 1A is a schematic front view of the roller guard.

On FIG. 1B is a schematic top view of the roller guard.

On FIG. 1B is a schematic isometric view of the roller guard.

On FIG. 2 schematically illustrates shock-absorbing roller elements of different shapes and with different sizes of protrusion beyond the safety beam, top view.

On FIG. 3 is a schematic front view of a protective roller device with different distances between the uprights.

On FIG. 4A, 4B, 4C and 4D are schematic general views of a roller guard with posts having tapered portions.

On FIG. 5A, 5B and 5C are schematic front views of a third line of protection roller guard.

On FIG. 5D shows schematic side views of a third line of protection roller guard with various embodiments of beams and studs.

On FIG. 6A is a schematic plan view of a safety beam with a rail in place.

On FIG. 6B is a schematic side view of the safety beam with the rail in place.

On FIG. 7A schematically illustrates a protective roller device with safety beams on the side of collision with the vehicle, made concave towards the uprights, viewed from above.

On FIG. 7B schematically illustrates a protective roller device with safety beams on the side of collision with a vehicle, made curved from the posts, viewed from above.

On FIG. 7B schematically illustrates a roller guard with collision side guards mounted off-center of the uprights, viewed from above.

On FIG. 7D illustrates a protective roller device with safety beams made with a small radius of curvature, top view.

On FIG. 8 is a schematic view of a cylindrical damping roller element with integrated rotating small rollers, side and top views, isometric view.

On FIG. 9 schematically shows a carousel-type shock-absorbing roller element.

On FIG. 10 schematically shows shock-absorbing roller elements with inclined surfaces.

On FIG. 11 schematically shows a shock-absorbing roller element with an offset center of gravity.

On FIG. 12 schematically shows the interaction of the vehicle with the damping roller element at the time of the collision and after it.

On FIG. 13A is a schematic plan view of a damping roller element with an internal hexagonal tube insert for 6 flat springs.

On FIG. 13B is a schematic plan view of a damping roller element with an inner cylindrical tube insert for a flat band coil spring.

On FIG. 14 schematically shows shock-absorbing roller elements filled with bulk material with soft, flexible shells.

On FIG. 15A is a schematic cross-sectional view of a shock-absorbing roller element with 90 degree projections.

On FIG. 15B is a schematic cross-sectional view of a shock-absorbing roller element with 120 degree projections.

On FIG. 15B is a schematic cross-sectional view of shock-absorbing roller members with projections that are less than 90 degrees apart.

On FIG. 16A is a schematic perspective view of a cylinder-shaped shock-absorbing roller member with protrusions on the outer surface.

On FIG. 16B is a schematic perspective view of a ball-shaped damping roller element with protrusions on the outer surface.

On FIG. 17 is a schematic longitudinal section of a cylindrical shock-absorbing roller element with a soft, flexible shell on the outer surface.

On FIG. 18A and 18B schematically shows the longitudinal sections of shock-absorbing roller elements with protrusions made along the height.

On FIG. 19A and 19B shock-absorbing roller elements made of prefabricated disks are schematically shown.

On FIG. 20A, 20B and 20V shock-absorbing roller elements of a cone shape are schematically shown.

On FIG. 21A is a schematic representation of a long stanchion mounted at an angle, with the bend buried in the ground.

On FIG. 21B is a schematic representation of a long stanchion mounted at an angle with a curve above the ground.

On FIG. 22A and 22B are schematic longitudinal sections of beams with embedded small rollers.

On FIG. 23 schematically shows a beam with a lath.

On FIG. 24 is a schematic sectional view of a coated beam.

On FIG. 25A, 25B, and 25C are schematic views of push-pull mechanisms.

On FIG. 26 schematically illustrates an assembly example of a protective roller device.

SUMMARY OF THE INVENTION

The first invention of the claimed group of inventions is a protective roller device, which includes two lines of protection for receiving a collision with a vehicle and protecting the vehicle: the first line of protection, which performs protective-absorbing and returning functions, and the second line of protection, which performs holding, power and returning functions .

The first line of defense is formed by shock-absorbing roller elements (1) mounted on vertically oriented long and short posts (3, 4) (Fig. 1). Long posts (3) are rigidly installed in the ground, at the edge of the road surface or on the roadside, and short posts (4) are made without contact with the ground (Fig. 1, 1B, 3).

Long (3) and short (4) racks can be made at regular intervals (Fig. 1). Long (3) and short (4) racks can be made at different intervals (Fig. 3).

Long racks (3) can be made in the form of piles having a profile: C-shaped, T-shaped, I-beam. The use of such piles guarantees a long-term stable vertical position of the long posts (3). Long posts (3) can be equipped with an adapter having an outer cylinder shape, and the inner hole of the adapter repeats the profile of the pile.

The long poles (3) can be installed on the median and/or roadside and/or right of way and/or median on the bridge and/or on the side of the road on the bridge.

The long posts (3) can be fixed with flanges.

Racks (3), (4) can be made with an inclination to the vertical. The inclination of the racks (3), (4) provides an inclination of the axis of rotation of the shock-absorbing roller elements (1), which makes it possible to tangentially distribute the incoming impact from a collision with the vehicle and reduce its force. Long posts (3) can be made with a bend above the ground level (Fig. 21B). Long posts (3) can be made with a bend buried in the ground (Fig. 21A). When installing long pillars (3) on the side of the road and/or the side of the road passing over the bridge, the inclination to the vertical can be made towards the road. When installing long posts (3) on the median strip of the road, and/or in the right of way, and/or on the median strip of the road passing over the bridge, the inclination to the vertical can be made away from the center of the road.

Long and short posts (3, 4) may have tapered sections (Fig. 4A-4D). Such areas can enhance the structural strength of the uprights (3, 4), and also allow you to install the lower safety beam (2) under the shock-absorbing roller element (1), below the level of its lower surface, without touching and supporting this shock-absorbing roller element (1) by this beam (2).

Heads (15) of long and short posts (3, 4) can be made of a conical shape with the base up with the possibility of installing coaxial external springs at the ends of the posts (Fig. 4A, 26).

The second line of defense is formed by safety beams (2) fixed on posts (3), (4). Due to the fixation of the safety beams (2) on the posts (3), (4) and the rigid fixation of the long posts (3) in the ground, the safety beams (2) bend, providing the holding and power function of the second line of defense, as well as additional compensation for impact from a collision . At the same time, due to the structural connection with the posts (3), (4) and the elastic and bending properties of the safety beams (2), the restoring function of the second line of protection is provided, i.e. formation and preservation of the tangential mode of motion of the vehicle in a collision.

The tangential mode of vehicle movement causes a change in the direction of its movement (turn), which is different from the original direction of movement of the vehicle, i.e. the angle of the direction of travel of the vehicle changes and further the vehicle moves in the tangential direction, thereby providing a restoring function of the protection lines of the protective roller device. On FIG. 12 schematically shows the interaction of the vehicle with the shock-absorbing roller elements (1) at the time of the collision and after it.

Safety beams (2) are horizontally oriented and installed in the upper (upper safety beams (2)) and bottom (lower safety beams (2)) parts of each post (3), (4) in pairs on both sides of the posts (3), (4) (Fig. 1B).

Between the upper and lower safety beams (2) on each rack (3), (4) there is at least one shock-absorbing roller element (1) (Fig. 3, 1A, 1B).

When placed on racks (3), (4) two or more shock-absorbing roller elements (1), the shape of the shock-absorbing roller elements (1) between the upper and lower safety beams (2) can be identical (for example, Fig. 1A) or differ ( eg Fig. 4A). When more than one shock-absorbing roller element (1) is placed between the upper and lower safety beams (2), the contact surface area of the shock-absorbing roller elements (1) increases, their inertia and friction area increase, which increases the effect of absorption and redemption of vehicle energy.

The safety beams (2) on the side of collision with the vehicle can be made concave towards the posts (3), (4), i.e. bending towards the paired opposite beam (Fig. 7A). The safety beams (2) on the side of collision with the vehicle are made curved from the racks (3), (4), i.e. bending towards the vehicle, from the paired opposite beam (Fig. 7B). Concave or convex safety beams (2) can be made both in the upper and lower parts of the posts (3), (4), and in the lower part of the posts (3), (4) or the upper part of the posts (3), (4) .

The safety beams (2) can be made with a small radius of curvature, which increases the possibility of deflection of the safety beams (2) (Fig. 7B). This shape can further strengthen the second line of protection by increasing the ability to maintain a tangent mode of movement of the vehicle along the protective roller device.

The profile of the safety beams (2) can be made rectangular, W-shaped, concave to the horizontal axis of the beam, curved from the horizontal axis of the beam. W-shaped beam profiles are illustrated in Fig. 25A-25B.

The safety beams (2) can be separated from the shock-absorbing roller elements (1) by protective plates (6), which protect the shock-absorbing roller elements (1) from friction against the safety beams (2) (Fig. 26). The protective plates (6) can be spring-loaded from the side of the safety beams (2), which makes it possible to additionally compensate for the vertical component of interaction with the vehicle.

The side surfaces of the lower and upper safety beams (2) can be made with a coating (18) for slipping of the vehicle in a collision along the safety beam (2) (Fig. 24).

The side surfaces of the lower and upper safety beams (2) can be provided with slats (19) made of polymer-composite material with a smooth laminated outer surface for slipping of the vehicle in a collision along the safety beam (2) (Fig. 23).

Guard beams (2) can be made with built-in rotating small rollers (8). Built-in small rollers (8) represent a body of revolution (cylinder, ball, disk, etc.). This design improves the quality of the interaction of the protective lines of the protective roller device and ensures the reliability of its operation. On FIG. 22A and 22B illustrate the execution of the safety beam (2) with built-in rotating small rollers (8) in the form of a cylinder (Fig. 22A) and a ball (Fig. 22B). Built-in rotating small rollers (8) can be made in the form of disks and fixed on the surface of the beam for the axis of rotation of these disks along the safety beam.

The safety beams (2) can be fixed on the posts (3), (4) by means of clamping and tensioning mechanisms (5).

The clamping-tensioning mechanism (5) is designed to soften the rigid connection of the rack (3, 4) - safety beam (2) (Fig. 1B, 2). In the clamping-tensioning mechanism (5) various clamps (14) can be used. The clamps can be a spring clamp, which is a metal or rubber spring, clamping plates, which are flexible profiled metal or rubber plates (Fig. 26).

The clamping and tensioning mechanism (5) allows you to soften and compensate for the impact when the vehicle collides with the safety beam (2).

To enhance the compensating action of the clamping-tensioning mechanism (5), the safety beams (2) can be additionally equipped with rails (20) that perform the clamping function. Clamps (14) are installed between the safety beam (2) and the rail (20) along the entire length of the safety beam (2) (Fig. 6A). Rotating small rollers (8) can be built into the rails (20) (Fig. 6B). In addition, by absorbing the initial impact from a collision, the slats (20) provide additional protection to the safety beams (2).

On each rack (3), (4) between the upper and lower safety beams (2) there are coaxially placed rotatable around the rack (3), (4) shock-absorbing roller elements (1), forming the first line of protection (Fig. 1A, 1B, 3, 4A).

The first line of defense absorbs a significant part of the energy from a collision with the vehicle, converting the kinetic energy of the vehicle into rotation of the shock-absorbing roller elements (1). This ensures the performance of its protective-absorbing function, as well as the returning function, which leads to an increase in the reliability and efficiency of the protective roller device.

Cushioning roller elements (1) are made with a clearance interval between them and with an external shape protruding beyond the outer boundaries of the surface of the safety beams (2) (Fig. 1B, 2).

This design makes it possible to divert the safety beams (2) from a direct impact, i.e. provides protection to the safety beams (2). At the same time, the size of the protruding sections of the shock-absorbing roller elements (1) and the size of the areas of their contact with the vehicle area in a collision provide adhesion and friction of these sections, as well as the launch of the rotational moment of the body mass of the shock-absorbing roller elements (1) to absorb and extinguish the energy of the vehicle's movement and for redirecting the movement of the vehicle by generating a tangent mode.

The size of the protruding sections of the shock-absorbing roller elements (1) can be no more than 15 cm. The size of the areas of contact of the shock-absorbing roller elements (1) with the vehicle section during a collision is determined by a rectangle, the width of which is not more than 35% of the minimum horizontal size of the shock-absorbing roller element (1), and the height is not more than 90% of the vertical dimension of the damping roller element.

The clearance interval between the shock-absorbing roller elements (1) is determined by the distance between the surfaces (9) of the shock-absorbing roller elements (1) on adjacent posts (3,4), at the points of the maximum horizontal dimension of the shock-absorbing roller elements (1). The size of the clearance interval between the shock-absorbing roller elements (1) can be from 0.5 to 1.5 of the minimum horizontal dimension of the shock-absorbing roller element. The specified size of the clearance interval between the shock-absorbing roller elements (1) ensures that the vehicle passes the track section along the shock-absorbing roller elements (1) with the maximum possible braking, maximum contact and minimum length of the path trajectory, and also improves the formation and preservation of the tangential mode of motion of the vehicle.

Cushioning roller elements (1) are made in the form of bodies of revolution with a through hole made vertically oriented along the central axis of the body of revolution (Fig. 1A-4D, 7B-20V, 26).

Cushioning roller elements (1) may consist of a single body of rotation (for example, Fig. 3) or be composed of several bodies of rotation (for example, Fig. 1A). On FIG. 19A and 19B illustrate shock-absorbing roller elements (1) composed of several disc-shaped bodies of revolution.

A cylinder, a ball, a torus, a disk, a cone, including a truncated cone, an ellipsoid, a hyperboloid, and other bodies of revolution can act as bodies of revolution. So, shock-absorbing roller elements (1) can have a cylindrical shape (for example, Fig. 1A, 1C), a spherical shape (ball shape) (Fig. 16B), a torus shape (Fig. 14), a cone shape (with a cone-shaped surface) (Fig. 20A), etc.

The shell (9) of the shock-absorbing roller element (1) can be made in one piece, from elastic materials. The integrity and elasticity of the shell allows, in a collision with a vehicle, to provide the largest possible area of contact between the shock-absorbing roller section and the vehicle section, and, therefore, to ensure the maximum possible adhesion, friction and rotation moment of the roller mass.

When placed between the upper and lower safety beams (2) more than one cylindrical shock-absorbing roller element (1), the planes of the shock-absorbing roller elements (1) directed towards each other can be made inclined (Fig. 10). This design provides a more dense interaction of neighboring shock-absorbing roller elements (1) with each other due to a larger area of contact with each other. At the same time, different heights of diametrically opposite sides of the shell (9) of shock-absorbing roller elements (1) with different weights and, accordingly, different areas of possible contact with the vehicle, provide the formation of a different moment of force. When a vehicle collides with the side of the shell (9) of the shock-absorbing roller element (1) with a greater height and greater mass, the moment of force will be greater, which leads to a greater torque due to the larger adhesion area of the interaction areas and the mass of this side of the shock-absorbing roller element (1 ). With further rotation of the shock-absorbing roller element (1) to a section with an already low height of the lateral side of the shell (9), the nature of the interaction will change to the opposite, which will provide an accentuated impulse effect on the vehicle. In addition, this will add to the total absorption and repayment of the vehicle's movement energy due to the rotation of adjacent shock-absorbing roller elements (1).

Cushioning roller elements (1) can be provided with projections (7). The protrusions (7) can be made in various shapes. Particular cases of the shape of the protrusions (7) are illustrated in Fig. 2: Shapes having polygonal cross-sections with rounded corners, such as triangle, rhombus, pentagon, hexagon.

The presence of protrusions (7) on the shock-absorbing roller elements (1) makes it possible to reduce the impact of the vehicle on the second line of protection by starting the rotation of the shock-absorbing roller elements (1) and sliding along the outer smooth surface of the safety beam (2).

Also, shock-absorbing roller elements (1) can be made with a shape having a cross section of a flower with round petals, with no more than 120 degrees formed between two adjacent petals (cross sections are illustrated in Fig.15A-15B). These protrusions are made along the shock-absorbing roller element (1) in height (Fig. 16A-16B, 18A-18B).

Cushioning roller elements (1) can be made with built-in rotating small rollers (8). Built-in rotating small rollers also represent a body of revolution (cylinder, ball, disk, etc.). On FIG. 8 illustrates an example of a cylindrical damping roller element (1) with built-in rotating small rollers (8) in the form of a cylinder. Such a design provides primary interaction with the vehicle of rotating small rollers (8), and already in the second place there is interaction with a large and massive body of rotation of the shock-absorbing roller element (1). Also, this design allows you to provide a sequential sliding effect (before the start and start of rotation of the small roller (8)) and a rolling effect (when the small roller (8) has gained speed), which, when colliding with the protective roller device, softens the blow, enhancing the formation and preservation of the tangent mode of direction of movement of the vehicle along the protective roller device.

The shock-absorbing roller elements (1) can also be made with soft, flexible shells (9) (Fig. 17).

Cushioning roller elements (1) can be made with soft, flexible shells (9) filled with bulk material (Fig. 14). As a bulk material, sand, fine gravel, a mixture of gravel of different sizes, a mixture of sand and an anti-caking agent, a mixture of gravel and an anti-caking agent can be selected. Any standard anti-caking agent (for example, technical salt) can be used as an anti-caking agent.

Such a shock-absorbing roller element (1) with a filler is completely filled inside and has the property, upon impact with a vehicle, to maximally repeat the shape of the surface of the vehicle section, providing a tighter interaction. When the shock-absorbing roller element (1) rotates, the bulk material will move in an ascending spiral, expending the energy received by the shock-absorbing roller element (1) from interaction with the vehicle. This design provides a tighter contact and adhesion of the areas of interaction between the vehicle and the shock-absorbing roller element (1), as well as reducing the energy of the vehicle and strengthening the tangential mode of the direction of the vehicle.

When making shock-absorbing roller elements (1) in the form of discs (for example, Fig. 19A, 19B), the discs may have soft edges.

When more than one shock-absorbing roller element (1) is placed between the upper and lower safety beams (2), the contact surfaces of adjacent shock-absorbing roller elements (1) can be made smooth.

When placed between the upper and lower safety beams (2) more than one shock-absorbing roller element (1), the contact surfaces of adjacent shock-absorbing roller elements (1) can be made rough.

Shock-absorbing roller elements (1) can be made of carousel type (Fig. 9). Damping roller elements (1) of the carousel type consist of a central cylindrical roller (10), made with the possibility of contact with cylindrical rollers with a smaller diameter (11) placed around it. Cylindrical rollers with a smaller diameter (11) can be made of two or more coaxial rollers. Also, cylindrical rollers with a smaller diameter (11) can be made with soft, flexible shells (9) filled with loose material, such as sand.

The carousel-type design makes it possible to make the shock-absorbing roller element (1) more massive as a whole, while the design provides primary interaction with the vehicle of rollers with a smaller diameter (11), which, when untwisted, lead to the rotation of the central cylindrical roller (10) and the shock-absorbing roller element ( 1) in general. This allows you to achieve the maximum possible reduction in the energy of the vehicle in a collision. It can also be stated that the carousel-type shock-absorbing roller elements (1) increase the efficiency and reliability of the protective roller device in road barrier conditions where heavy and/or heavy vehicles make up the majority of the traffic flow.

To enhance the compensating action of the clamping-tensioning mechanism (5), clamps (14) can be installed in the space between the outer surface of each rack (3, 4) and the inner surface of the through hole of the shock-absorbing roller element (1). As a rule, in this space, spring clamps (14) for compression are used as clamps (14). Spring clamps (14) for compression can be equipped with internal inserts (12) to compensate for the primary impact in a collision and at the same time form a redirection of vehicle movement. The inner inserts (12) can be made in the form of a hexagonal tube for 6 flat springs (Fig. 13A). The inner inserts can be made in the form of a cylindrical tube for a coil spring from a flat tape (Fig. 13B).

Such clamps (14) spring in compression provide a damping, compensating effect, which makes it possible to achieve a closer contact of the vehicle with the first line of protection of the protective roller device. In addition, the compression of the spring provides a tighter fit of the collision areas and engagement for rotation, which contributes to the formation of a tangential mode of the direction of travel of the vehicle in a collision.

When placing more than one shock-absorbing roller element (1) between the upper and lower safety beams (2), the spring clamp (14) for the lower shock-absorbing roller element (1) can be made with a higher spring stiffness.

On FIG. 11 schematically shows a shock-absorbing roller element (1) with a shifted center of mass (16) from the center of rotation, which creates an additional moment of inertia. Such a damping roller element (1) can absorb more vehicle energy.

All the above-described design features of the first version of the proposed protective roller device allow shock-absorbing roller elements (1) of any of the listed forms to independently rotate, i.e. the rotation of shock-absorbing roller elements (1) is not hindered by other elements of the device.

The second invention of the claimed group of inventions is a protective roller device, which includes three lines of protection for receiving a collision with a vehicle and protecting the vehicle: the first line of protection, which performs protective-absorbing and returning functions, the second line of protection, which performs holding, power and returning functions, and the third line of defense, which, in addition to the protective-absorbing, returning and holding functions, performs a distributive function.

The first and second lines of defense are made in the same way as in the first invention of the group of inventions.

In particular, the first line of defense is formed by shock-absorbing roller elements (1) mounted on vertically oriented long and short posts (3, 4) (Fig. 5A-5D). Long posts (3) are rigidly installed in the ground, at the edge of the road surface or on the roadside, and short posts (4) are made without contact with the ground (Fig. 5A-5D). Long (3) and short (4) racks can be done at regular intervals. Long (3) and short (4) racks can be done at different intervals.

Long racks (3) can be made in the form of piles having a profile: C-shaped, T-shaped, I-beam. The use of such piles guarantees a long-term stable vertical position of the long posts (3). Long posts (3) can be equipped with an adapter having an outer cylinder shape, and the inner hole of the adapter repeats the profile of the pile.

The long poles (3) can be installed on the median and/or roadside and/or right of way and/or median on the bridge and/or on the side of the road on the bridge. The long posts (3) can be fixed with flanges.

Racks (3), (4) can be made with an inclination to the vertical. The inclination of the racks (3), (4) provides an inclination of the axis of rotation of the shock-absorbing roller elements (1), which makes it possible to tangentially distribute the incoming impact from a collision with the vehicle and reduce its force. Long posts (3) can be made with a bend above the ground level (Fig. 20B). Long posts (3) can be made with a bend buried in the ground (Fig. 20A). When installing long pillars (3) on the side of the road and/or the side of the road passing over the bridge, the inclination to the vertical can be made towards the road. When installing long posts (3) on the median strip of the road, and/or in the right of way, and/or on the median strip of the road passing through the bridge, the slope to the vertical is made away from the center of the road. Long and short racks (3, 4) may have tapered sections (Fig. 5B-5D). Heads (15) of long and short posts (3, 4) can be made of a cone shape (Fig. 5A-5B) with the possibility of installing coaxial external springs at the ends of the posts.

The second line of defense is formed by safety beams (2) fixed on posts (3), (4). Due to the fixation of the safety beams (2) on the posts (3), (4) and the rigid fixation of the long posts (3) in the ground, the safety beams (2) bend, providing the holding and power function of the second line of defense, as well as additional compensation for impact from a collision . At the same time, due to the structural connection with the posts (3), (4) and the elastic and bending properties of the safety beams (2), the restoring function of the second line of protection is provided, i.e. formation and preservation of the tangential mode of motion of the vehicle in a collision. The tangential mode of vehicle movement causes a change in the direction of its movement (turn), which is different from the original direction of movement of the vehicle, i.e. the angle of the direction of travel of the vehicle changes and further the vehicle moves in the tangential direction, thereby providing a restoring function of the protection lines of the protective roller device.

Safety beams (2) are horizontally oriented and installed in the upper (upper safety beams (2)) and bottom (lower safety beams (2)) parts of each post (3), (4) in pairs on both sides of the posts (3), (4) (Fig. 5A-5D).

Between the upper and lower safety beams (2) on each rack (3), (4) there is at least one shock-absorbing roller element (1). When placing two or more shock-absorbing roller elements (1) on racks (3), (4), the shape of shock-absorbing roller elements (1) between the upper and lower safety beams (2) can be identical or different. When more than one shock-absorbing roller element (1) is placed between the upper and lower safety beams (2), the contact surface area of the shock-absorbing roller elements (1) increases, their inertia and friction area increase, which increases the effect of absorption and redemption of vehicle energy.

The safety beams (2) on the side of collision with the vehicle can be made concave towards the posts (3), (4), i.e. bending towards the paired opposite beam (Fig. 7A). The safety beams (2) on the side of collision with the vehicle are made curved from the racks (3), (4), i.e. bending towards the vehicle, from the paired opposite beam (Fig. 7B). Concave or convex safety beams (2) can be made both in the upper and lower parts of the posts (3), (4), and in the lower part of the posts (3), (4) or the upper part of the posts (3), (4) .

Safety beams (2) can be made with a small radius of curvature, which increases the possibility of deflection of safety beams (2) (Fig. 7d). This shape can further strengthen the second line of protection by increasing the ability to maintain a tangent mode of movement of the vehicle along the protective roller device.

The profile of the safety beams (2) can be made rectangular, W-shaped, concave to the horizontal axis of the beam, curved from the horizontal axis of the beam. W-shaped beam profiles are illustrated in Fig. 25A-25B.

The safety beams (2) can be separated from the shock-absorbing roller elements (1) by protective plates (6), which protect the shock-absorbing roller elements (1) from friction against the safety beams (2) (Fig. 26). The protective plates (6) can be spring-loaded from the side of the safety beams (2), which makes it possible to additionally compensate for the vertical component of interaction with the vehicle.

The side surfaces of the lower and upper safety beams (2) can be made with a coating (18) for slipping of the vehicle in a collision along the safety beam (2) (Fig. 24). The side surfaces of the lower and upper safety beams (2) can be provided with slats (19) made of polymer-composite material with a smooth laminated outer surface for slipping of the vehicle in a collision along the safety beam (2) (Fig. 23).

Guard beams (2) can be made with built-in rotating small rollers (8). Built-in small rollers (8) represent a body of revolution (cylinder, ball, disk, etc.). This design improves the quality of the interaction of the protective lines of the protective roller device and ensures the reliability of its operation. On FIG. 22A and 22B illustrate the execution of the safety beam (2) with built-in rotating small rollers (8) in the form of a cylinder (Fig. 22A) and a ball (Fig. 22B).

The safety beams (2) can be fixed on the posts (3), (4) by means of clamping and tensioning mechanisms (5). The clamping-tensioning mechanism (5) is designed to soften the rigid connection of the rack (3, 4) - safety beam (2) (Fig. 5B-5C). In the clamping-tensioning mechanism (5) various clamps (14) can be used. The clamps can be a spring clamp, which is a metal or rubber spring (Fig. 26), clamping plates, which are flexible profiled metal or rubber plates. The clamping and tensioning mechanism (5) allows you to soften and compensate for the impact when the vehicle collides with the safety beam (2).

To enhance the compensating action of the clamping-tensioning mechanism (5), the safety beams (2) can be additionally equipped with rails (20) that perform the clamping function. Clamps (14) are installed between the safety beam (2) and the rail (20) along the entire length of the safety beam (2) (Fig. 6A). Rotating small rollers (8) can be built into the rails (20) (Fig. 6B). In addition, by absorbing the initial impact from a collision, the slats (20) provide additional protection to the safety beams (2).

Cushioning roller elements (1) are made with a clearance interval between them and with an external shape protruding beyond the outer boundaries of the surface of the safety beams (2) (Fig. 1B, 2). This design allows the safety beams (2) to be deflected from direct impact. At the same time, the size of the protruding sections of the shock-absorbing roller elements (1) and the size of the areas of their contact with the vehicle area in a collision provide adhesion and friction of these sections, as well as the launch of the rotational moment of the body mass of the shock-absorbing roller elements (1) to absorb and extinguish the energy of the movement of the vehicle. means and for redirecting the movement of the vehicle by generating a tangent mode.

The size of the protruding sections of the shock-absorbing roller elements (1) can be no more than 15 cm. The size of the areas of contact of the shock-absorbing roller elements (1) with the vehicle section during a collision is determined by a rectangle, the width of which is not more than 35% of the minimum horizontal size of the shock-absorbing roller element (1), and the height is not more than 90% of the vertical dimension of the damping roller element.

The clearance interval between the shock-absorbing roller elements (1) is determined by the distance between the surfaces (9) of the shock-absorbing roller elements (1) on adjacent posts (3,4), at the points of the maximum horizontal dimension of the shock-absorbing roller elements (1). The size of the clearance interval between the shock-absorbing roller elements (1) can be from 0.5 to 1.5 of the minimum horizontal dimension of the shock-absorbing roller element. The specified size of the clearance interval between the shock-absorbing roller elements (1) ensures that the vehicle passes the track section along the shock-absorbing roller elements (1) with the maximum possible braking, maximum contact and minimum length of the path trajectory, and also improves the formation and preservation of the tangential mode of motion of the vehicle.

Cushioning roller elements (1) are made in the form of bodies of revolution with a through hole made vertically oriented along the central axis of the body of revolution (Fig. 5A-4D, 7B-20C). A cylinder, a ball, a torus, a disk, a cone, including a truncated cone, an ellipsoid, a hyperboloid, and other bodies of revolution can act as bodies of revolution. So, shock-absorbing roller elements (1) can have a cylindrical shape (for example, Fig. 5A-5C), a spherical shape (ball shape) (Fig. 16B), a torus shape (Fig. 14), a cone shape (with a cone-shaped surface) (Fig. 20A), etc.

The shell (9) of the shock-absorbing roller element (1) can be made in one piece, from elastic materials. The integrity and elasticity of the shell allows, in a collision with a vehicle, to provide the largest possible area of contact between the shock-absorbing roller section and the vehicle section, and, therefore, to ensure the maximum possible adhesion, friction and rotation moment of the roller mass.

When placed between the upper and lower safety beams (2) more than one cylindrical shock-absorbing roller element (1), the planes of the shock-absorbing roller elements (1) directed towards each other can be made inclined (Fig. 10). This design provides a more dense interaction of neighboring shock-absorbing roller elements (1) with each other due to a larger area of contact with each other. At the same time, different heights of diametrically opposite sides of the shell (9) of shock-absorbing roller elements (1) with different weights and, accordingly, different areas of possible contact with the vehicle, provide the formation of a different moment of force. When a vehicle collides with the side of the shell (9) of the shock-absorbing roller element (1) with a greater height and greater mass, the moment of force will be greater, which leads to a greater torque due to the larger adhesion area of the interaction areas and the mass of this side of the shock-absorbing roller element (1 ). With further rotation of the shock-absorbing roller element (1) to a section with an already low height of the lateral side of the shell (9), the nature of the interaction will change to the opposite, which will provide an accentuated impulse effect on the vehicle. In addition, this will add to the total absorption and repayment of the vehicle's movement energy due to the rotation of adjacent shock-absorbing roller elements (1).

Cushioning roller elements (1) can be provided with projections (7). The protrusions (7) can be made in various shapes. Particular cases of the shape of the protrusions (7) are illustrated in Fig. 2: Shapes having polygonal cross-sections with rounded corners, such as triangle, rhombus, pentagon, hexagon. The presence of protrusions (7) on the shock-absorbing roller elements (1) makes it possible to reduce the impact of the vehicle on the second line of protection by starting the rotation of the shock-absorbing roller elements (1) and sliding along the outer smooth surface of the safety beam (2).

Also, shock-absorbing roller elements (1) can be made with a shape having a cross section of a flower with round petals, with no more than 120 degrees formed between two adjacent petals (cross sections are illustrated in Fig.15A-15B). These protrusions can be made along the shock-absorbing roller element (1) in height (Fig. 16A-16B).

Cushioning roller elements (1) can be made with built-in rotating small rollers (8). Built-in rotating small rollers also represent a body of revolution (cylinder, ball, disk, etc.). On FIG. 8 illustrates an example of a cylindrical damping roller element (1) with built-in rotating small rollers (8) in the form of a cylinder. Such a design provides primary interaction with the vehicle of rotating small rollers (8), and already in the second place there is interaction with a large and massive body of rotation of the shock-absorbing roller element (1). Also, this design allows you to provide a sequential sliding effect (before the start and start of rotation of the small roller (8)) and a rolling effect (when the small roller (8) has gained speed), which, when colliding with the protective roller device, softens the blow, enhancing the formation and preservation tangential mode of the direction of movement of the vehicle along the protective roller device.

Cushioning roller elements (1) can be made with soft, flexible shells (9) filled with bulk material (Fig. 14). As a bulk material, sand, fine gravel, a mixture of gravel of different sizes, a mixture of sand and an anti-caking agent, a mixture of gravel and an anti-caking agent can be selected. Any standard anti-caking agent (for example, technical salt) can be used as an anti-caking agent. Such a shock-absorbing roller element (1) with a filler is almost completely filled inside and has the property, upon impact with a vehicle, to maximally repeat the shape of the surface of the vehicle section, providing a tighter interaction. When the shock-absorbing roller element (1) rotates, the bulk material will move in an ascending spiral, expending the energy received by the shock-absorbing roller element (1) from interaction with the vehicle. This design provides a tighter contact and adhesion of the areas of interaction between the vehicle and the shock-absorbing roller element (1), as well as reducing the energy of the vehicle and strengthening the tangential mode of the direction of the vehicle. When making shock-absorbing roller elements (1) in the form of discs (for example, Fig. 19A, 19B), the discs may have soft edges.

When more than one shock-absorbing roller element (1) is placed between the upper and lower safety beams (2), the contact surfaces of adjacent shock-absorbing roller elements (1) can be made smooth. When placed between the upper and lower safety beams (2) more than one shock-absorbing roller element (1), the contact surfaces of adjacent shock-absorbing roller elements (1) can be made rough.

On FIG. 11 schematically shows a shock-absorbing roller element (1) with a shifted center of mass (16) from the center of rotation, which creates an additional moment of inertia. Such a damping roller element (1) can absorb more vehicle energy.

Shock-absorbing roller elements (1) can be made of carousel type (Fig. 9). Damping roller elements (1) of the carousel type consist of a central cylindrical roller (10), made with the possibility of contact with cylindrical rollers with a smaller diameter (11) placed around it. Cylindrical rollers with a smaller diameter (11) can be made of two or more coaxial rollers. Also, cylindrical rollers with a smaller diameter (11) can be made with soft, flexible shells (9) filled with loose material, such as sand. The carousel-type design makes it possible to make the shock-absorbing roller element (1) more massive as a whole, while the design provides primary interaction with the vehicle of rollers with a smaller diameter (11), which, when untwisted, lead to the rotation of the central cylindrical roller (10) and the shock-absorbing roller element ( 1) in general. This allows you to achieve the maximum possible reduction in the energy of the vehicle in a collision. It can also be stated that the carousel-type shock-absorbing roller elements (1) increase the efficiency and reliability of the protective roller device in road barrier conditions where heavy and/or heavy vehicles make up the majority of the traffic flow.

To enhance the compensating action of the clamping-tensioning mechanism (5), clamps (14) can be installed in the space between the outer surface of each rack (3, 4) and the inner surface of the through hole of the shock-absorbing roller element (1). As a rule, in this space, spring clamps (14) are used for compression. Spring clamps (14) for compression can be equipped with internal inserts (12) to compensate for the primary impact in a collision and at the same time form a redirection of vehicle movement. The inner inserts (12) can be made in the form of a hexagonal tube for 6 flat springs (Fig. 13A). The inner inserts can be made in the form of a cylindrical tube for a coil spring from a flat tape (Fig. 13B). Such clamps (14) spring in compression provide a damping, compensating effect, which makes it possible to achieve a closer contact of the vehicle with the first line of protection of the protective roller device. In addition, the compression of the spring provides a tighter fit of the collision areas and engagement for rotation, which contributes to the formation of a tangential mode of the direction of travel of the vehicle in a collision.

When placing more than one shock-absorbing roller element (1) between the upper and lower safety beams (2), the spring clamp (14) for the lower shock-absorbing roller element (1) can be made with a higher spring stiffness.

The third line of protection of the protective roller device according to the second invention of the proposed group of inventions includes at least one additional safety beam (13) connected to each rack (3), (4) by means of pressure-tensioning mechanisms (5), and shock-absorbing roller elements (1) mounted coaxially on posts (3), (4) between safety beams (2) and additional safety beams (13).

In order to take into account the difference in the mass distribution of the upper and lower parts of the vehicle, it must be taken into account that the vehicle has a lower part that is more massive than the upper part: for cars, this ratio varies from 1 to 5 to 1 to 7, and for trucks it is the ratio can reach 1 to 20 and higher. In this regard, in a device containing a third line of protection, it is installed under the lower safety beams (2).

Additional safety beams (13) can be made in all structural embodiments of the safety beams (2) of the second line of protection. The structural features of the safety beams (2) illustrated in drawings 6A-6B, 7A-7C, 22A-22B, 23, 24, 25A-25B can also be attributed to additional safety beams (13).

Thus, additional safety beams (13) can be separated from the shock-absorbing roller elements (1) by protective plates (6), which protect the shock-absorbing roller elements (1) from friction. The protective plates (6) can be spring-loaded from the side of the additional safety beams (13).

Additional safety beams (13) can be made with a small radius of curvature, which can further strengthen the third line of protection, increasing the possibility of maintaining the tangential mode of movement of the vehicle along the protective roller device.

Additional safety beams (13) can be made with built-in rotating small rollers (8). Built-in small rollers (8) represent a body of revolution (cylinder, ball, disk, etc.). This design improves the quality of the interaction of the protective lines of the protective roller device and ensures the reliability of its operation. On FIG. 22A and 22B illustrate the execution of an additional safety beam (13) with built-in rotating small rollers (8) in the form of a cylinder (Fig. 22A) and a ball (Fig. 22B).

The profile of additional safety beams (13) can be made rectangular, W-shaped, concave to the horizontal axis of the beam, curved from the horizontal axis of the beam. W-shaped beam profiles are illustrated in Fig. 25A-25B.

In addition, the additional safety beams (13) can be made thinner than the safety beams (2).

Between the additional safety beams (13) and the lower safety beams (2) spring clamps (14) can be installed for compression. Spring clamps (14) are made of a flat tape in the form of an elastic spiral ring with the possibility of compression.

Additional safety beams (13) can be made with a smooth surface on the side of collision with the vehicle.

All the above-described shapes, sizes and design features of the shock-absorbing roller elements (1) of the first line of protection also apply to the shock-absorbing roller elements (1) of the third line of protection.

In addition, the shock-absorbing roller elements (1) of the third line of protection are made with a larger mass than the shock-absorbing roller elements (1) of the first line of protection. When placed between additional safety beams (13) and safety beams (2) more than one shock-absorbing roller element (1), their mass may be different and may increase from top to bottom, but their total mass must be greater than the mass of shock-absorbing roller elements (1 ) first line of defense.

These design features of the third line of protection are involved in the formation of the tangential mode of movement of the vehicle and its preservation, create a synergistic effect of all three lines of protection of the proposed protective roller device, and also affect the distribution of the mass difference between the upper and lower parts of the vehicle.

The shock-absorbing roller elements (1) of the third line of protection can be made with a higher height than the shock-absorbing roller elements (1) of the first line of protection.

Clamp (14) of the spring shock-absorbing roller element (1) of the third line of protection can be made with a higher spring stiffness than a similar clamp (14) of the first line of protection.

The size of the protruding sections of the shock-absorbing roller elements (1) of the third line of protection, i.e. mounted on racks (3), (4) between additional safety beams (13) and safety beams (2), may exceed the size of the protruding sections of shock-absorbing roller elements (1) of the first line of protection by 1-3 cm.

All the above-described design features of the second version of the proposed protective roller device allow shock-absorbing roller elements (1) of any of the listed forms and the first and third lines of protection to independently rotate, i.e. the rotation of shock-absorbing roller elements (1) is not hindered by other elements of the device.

IMPLEMENTATION OF THE INVENTION

The proposed group of inventions can be used in the design of a protective roller device for road fencing. This project will provide protection and fencing of the vehicle from leaving the road and returning the vehicle to the road.

The designs of the protective roller device according to the first and second variants of the present invention are made. A series of tests were carried out with the structures.

Due to the specifics of the purpose of the proposed protective roller devices, tests were carried out using fabricated structures as mockups when simulating an emergency on the road.

Example 1

The structures of the protective roller device were made with two lines of protection for receiving a collision with a vehicle and protecting the vehicle, with different types of shock-absorbing roller elements, safety beams and racks. The shock-absorbing roller elements were coaxially mounted on vertically oriented long and short posts and made to rotate around the post. Long racks were rigidly installed in the ground and secured with flanges. Structures installed on the side of the road (without flanges) were also tested. Long and short racks were made at regular intervals (in two designs - at different intervals). Four horizontally oriented safety beams are fixed at the top and bottom of each post in pairs on both sides of the posts. The safety beams are fastened to the racks with bolted connections. In two designs, the safety beams were fixed to the posts by means of clamping and tensioning mechanisms. Metal or rubber springs were installed in four structures, metal or rubber flexible profiled plates were installed in two more structures.

Cushioning roller elements are placed between the upper and lower safety beams with a clearance interval between them and with an external shape protruding beyond the outer boundaries of the surface of the safety beams. The shell of the shock-absorbing roller element is made in one piece, made of elastic materials.

The design features of the tested roller guards are shown in Table 1.

Table 1

Racks Safety beams Shock-absorbing roller elements* Construction 1 Short: cylindrical shape
on stilts
C-profile
Long:
cylindrical shape
on piles with a C-shaped profile,
on the median lane made straight with a smooth contact surface,
spring-loaded protective plates,
between the beams, two shock-absorbing roller elements 1) cylindrical shape, the contact surfaces of the rollers are smooth and with rough side surfaces
2) Cylindrical shape with built-in rotating small rollers Construction 2 Short:
cylindrical shape on piles T-profile
Long:
cylindrical shape on piles with a T-shaped profile,
with adapter
on the side of the road made concave to the posts with a smooth contact surface and built-in rollers,
protective plates, one depreciation. roller element 1) a cylindrical shape with protrusions - a shape having a flower with round petals in cross section, an angle of 90 degrees.
2) carousel type Design 3 Short:
cylindrical shape
on piles
Long: cylindrical on piles with an I-beam profile,
in the right of way of the road, fixed to the piles with adapters spring-loaded protective plates, straight beams with a smooth coating surface or laminated smooth 1) Cylindrical form with protrusions - a form having a cross-section of a flower with round petals, an angle of 120 degrees.
2) shape - torus Design 4 Short:
conical shape
Long:
conical shape,
on the median lane made with a small radius of curvature,
side surfaces are coated,
two shock-absorbing roller elements 1) spherical shape, contact surfaces are rough
2) cylindrical shape with inclined contact surfaces Design 5 Short:
cylindrical shape
Long:
cylindrical shape
with adapter
on the median strip of the road passing over the bridge,
on racks inserts in the form of a hexagonal tube and 6 flat springs made concave to the uprights,
side surfaces are coated,
one shock-absorbing roller element 1) a spherical shape with protrusions - a shape having a flower with round petals in cross section, an angle of 120 degrees.
2) cone shape
outer surface and elastic surface of the shell Design 6 Short:
vertical cylindrical shape
Long:
vertically oriented cylindrical
on the side of the road passing over the bridge,
fixed by flanges, on racks inserts in the form of a cylindrical tube and a spiral spring from a flat tape made curved from the uprights, laths made of polymer-composite material are laminated,
three shock-absorbing roller elements 1) mold with soft, flexible shells filled with sand
2) cylindrical shape with built-in small rollers in the form of discs with a small radius Design 7 Short:
with an inclination to the vertical to the carriageway, cylindrical shape
Long:
with an inclination to the vertical to the roadway, cylindrical shape and made with a slight inclination of curvature to the vertical, with a bend above the ground level,
on the median lane safety beams are made straight with additional pressure rails with springs and small built-in rollers between the beams and rails with a smooth coating on the contact side and with one shock absorber. roller element 1) In the form of a truncated cone assembled from discs
2) mold with soft, flexible shells filled with sand Construction 8 Short: with an inclination to the vertical to the carriageway, cylindrical shape
Long:
with an inclination to the vertical to the carriageway, cylindrical shape,
made with an inclination to the vertical, with a bend immersed in the ground, on the median strip of the road safety beams are straight with additional pressure rails with springs and small built-in rollers between beams and rails with a smooth coating on the contact side and with one shock absorber. roller element 1) in the form of a truncated cone, assembled from disks
2) mold with soft, flexible shells filled with sand

* - in each design 1-8, two series of tests were carried out: with shock-absorbing roller elements 1) and with shock-absorbing roller elements 2).

The dimensions of the protruding sections of the shock-absorbing roller elements and the dimensions of the areas of their contact with the vehicle section in a collision, the dimensions of the clearance interval between the shock-absorbing roller elements are given in Table 2.

table 2

The size of the protruding sections, cm Contact area size Clearance interval dimensions* min. horiz. shock absorber size. roll. element,
cm vert. shock absorber size. roll. element,
cm % by width % Height Construction 1 with depreciation. roll element 1) 5 fifty 52 25 70 0.5; one; 1.5 with depreciation. roll element 2) four 48 52 24 60 0.5; one; 1.5 Construction 2 with depreciation. roll element 1) 5 fifty 52 24 60 0.5; one; 1.5 with depreciation. roll element 2) fifteen 70 52 35 70 0.5; one; 1.5 Design 3 with depreciation. roll element 1) 5 fifty 52 25 55 0.5; one; 1.5 with depreciation. roll element 2) 5 fifty 52 thirty 58 0.5; one Design 4 with depreciation. roll element 1) 3 46 52 25 55 0.5; one; 1.5 with depreciation. roll element 2) four 48 52 twenty fifty 0.5; one; 1.5 Design 5 with depreciation. roll element 1) 5 fifty 52 25 55 0.5; one; 1.5 with depreciation. roll element 2) 7 56 52 thirty 60 0.5; one; 1.5 Design 6 with depreciation. roll element 1) 6 52 52 33 65 0.5; one; 1.5 with depreciation. roll element 2) 6 52 52 35 60 0.5; one; 1.5 Design 7 with depreciation. roll element 1) 5 fifty 52 thirty 60 0.5; one; 1.5 with depreciation. roll element 2) 5 fifty 52 thirty 65 0.5; one; 1.5 Construction 8 with depreciation. roll element 1) 5 fifty 52 thirty 60 0.5; one; 1.5 with depreciation. roll element 2) 5 fifty 52 thirty 65 0.5; one; 1.5

* - the dimension is given as a fraction of the minimum horizontal size of the shock-absorbing roller element.

In all designs 1-8, during the tests (collision of a vehicle with a protective roller device), the contact of the vehicle section with the shock-absorbing roller element was recorded with their engagement and subsequent unwinding of the shock-absorbing roller element. The engagement of the vehicle section with the damping roller element, i. e. dense pressing of the collision areas, creates a reliable start of the torque of the shock-absorbing roller element and provides braking and tangential mode of vehicle movement.

Formation and preservation of the tangential mode of motion of the vehicle increases the duration of interaction with the shock-absorbing roller element and reduces the possibility of rebound of the vehicle. The results of the experiments indicate that the design features of the first and second lines of protection make it possible to avoid the direct impact of the vehicle and the rough attack of the vehicle on the safety beams. This is of particular importance on roads with high speed limits, as well as on bridges and in places of critical importance.

The formation and maintenance of the tangential mode of motion of the vehicle also reduces the entry (diving) of the vehicle into the gap between the shock-absorbing roller elements, which ensures a smooth trajectory of the vehicle and, accordingly, its smooth return to the road.

In all embodiments of the protective roller device according to the first invention of the proposed group of inventions, it was recorded that the design features of the tested devices (designs 1-8) made it possible to avoid the maximum primary impact of the vehicle on the safety beams, i.e. vehicle movement leading to deviation from the tangent mode.

The test results also showed that various versions of shock-absorbing roller elements make it possible to ensure their reliable and high-quality contact with engagement with vehicle sections, followed by rotation around the rack at different angles of vehicle collision.

Under the action of the first and second protective lines of the device, the motion energy was absorbed and extinguished, the vehicle was held and returned, while a synergistic effect was achieved, expressed in the transition to the tangential mode of vehicle movement, its formation and preservation. As a result of a synergistic effect, the conditions for the maximum possible braking of the vehicle with maximum contact with the protective roller device were achieved, which led to a smooth movement and return of the vehicle.

Example 2

The structures of the protective roller device were made with three lines of protection for receiving a collision with a vehicle and protecting the vehicle, with different types of shock-absorbing roller elements, safety beams and racks. The shock-absorbing roller elements were coaxially mounted on vertically oriented long and short posts and made to rotate around the post. Long posts were rigidly installed in the ground and secured with flanges. Structures installed on the side of the road (without flanges) were also tested. Long and short stances were made at regular intervals. Four horizontally oriented safety beams are installed at the top and bottom of each rack in pairs on both sides of the racks. Racks and beams are connected by means of clamping-tensioning mechanisms. Metal or rubber springs were installed in six structures, metal or rubber flexible profiled plates were installed in two more structures.

Cushioning roller elements are placed between the upper and lower safety beams with a clearance interval between them and with an external shape protruding beyond the outer boundaries of the surface of the safety beams. The shell of the shock-absorbing roller element is made in one piece, made of elastic materials.

The manufactured protective roller devices included structures with a third line of protection, containing one additional safety beam installed under the bottom safety beams, as well as two additional safety beams installed in pairs on both sides of the posts under the bottom safety beams.

Shock-absorbing roller elements of the third line of protection are installed with a clearance interval between them and with an external shape protruding beyond the outer boundaries of the surface of the safety beams of the second line of protection and additional safety beams. The shell of the shock-absorbing roller element of the third line of protection is made in one piece, made of elastic materials.

The design features of the tested roller guards are shown in Table 3.

Table 3

Racks Safety beams Shock-absorbing roller elements* Construction 1 Short:
cylindrical shape
on stilts
C-profile
Long:
cylindrical shape
on piles with a C-shaped profile,
on the median lane Made straight with a smooth contact surface,
spring-loaded protective plates,
between the beams, two shock absorbers. roller element,
two additional safety
beams installed in pairs under the third line of defense 1) a cylindrical shape with protrusions - a shape that has a flower with round petals in cross section, an angle of 90 degrees.
2) spherical shape, contact surfaces are rough
3) Cylindrical shape with built-in rollers Construction 2 Short:
cylindrical shape on piles T-profile
Long:
cylindrical shape on piles with a T-shaped profile,
with adapter
on the side of the road made concave to the posts with a smooth contact surface and built-in rollers,
protective plates, one depreciation. roller element,
two additional safety
beams installed in pairs under the third line of protection, while the beam on the collision side is made concave to the uprights 1) spherical shape with protrusions - a shape that has a flower with round petals in cross section, an angle of 90 degrees.
2) conical shape
3) shape with soft, flexible shells filled with sand Design 3 Short:
cylindrical shape
Long:
cylindrical shape
with adapter
on the median strip of the road passing over the bridge made concave to the uprights,
side surfaces are coated,
one depreciation. roller element,
one additional safety beam 1) cylindrical shape, the contact surfaces of the rollers are smooth and with rough side surfaces
2) cylindrical shape with built-in rotating small rollers
3) shape with soft, flexible shells filled with sand Design 4 Short:
cylindrical shape with conical sections
Long:
cylindrical shape with cone-shaped sections,
on the side of the road made curved from the uprights, laths made of polymer-composite material are laminated,
two depreciation. roller elements one additional safety beam installed under the third line of protection on the opposite side of the collision 1) mold with soft, flexible shells filled with sand
2) Cylindrical shape with built-in small radius discs
3) shape with soft, flexible shells filled with sand Design 5 Short:
cylindrical shape with conical sections
Long:
cylindrical shape with cone-shaped sections,
on the side of the road are made straight, planks made of polymer-composite material are laminated,
two depreciation. roller elements one additional safety beam installed under the third line of protection on the opposite side of the collision without the support of shock absorbers. roller element 1) spherical shape with protrusions - a shape that has a cross-section of a flower with round petals, an angle of 45 degrees.
2) conical shape
3) carousel type Design 6 Short:
cylindrical shape with conical sections
Long:
cylindrical shape with cone-shaped sections,
on the side of the road are made straight, planks made of polymer-composite material are laminated,
two depreciation. roller elements one additional safety beam installed under the third line of protection on the opposite side of the collision without the support of shock absorbers. roller element 1) spherical shape with protrusions - a shape that has a cross-section of a flower with round petals, an angle of 45 degrees.
2) conical shape
3) a mold with soft, flexible shells filled with sand with a displaced center of mass

* - in each design 1-6, two series of tests were carried out: with shock-absorbing roller elements of the first line of protection 1) and shock-absorbing roller elements of the third line of protection 3), with shock-absorbing roller elements of the first line of protection 2) and shock-absorbing roller elements of the third line of protection 3 ).

The dimensions of the protruding sections of the shock-absorbing roller elements and the dimensions of the areas of their contact with the vehicle section in a collision, the dimensions of the clearance interval between the shock-absorbing roller elements are given in Table 4.

Table 4

The size of the protruding sections, cm Contact area size Clearance interval dimensions* min. horiz. shock absorber size. roll. element,
cm vert. shock absorber size. roll. element,
cm % by width % Height Construction 1 with depreciation. roll elements
1) and 3) 5 and 6 fifty
52 26
26 25
thirty fifty
60 0.7;1;1.5 with depreciation. roll elements
2) and 3) 5 and 6 fifty
52 26
26 25
thirty 55
60 0.7;1;1.5 Construction 2 with depreciation. roll elements
1) and 3) 5 and 6 fifty
52 26
26 25
thirty 55
60 0.5; one with depreciation. roll elements
2) and 3) 5 and 6 fifty
52 26
26 25
thirty 55
60 0.5; one Construction 3 with depreciation. roll elements
1) and 3) 5 and 6 fifty
52 26
26 25
thirty 55
60 0.5; one with depreciation. roll elements
2) and 3) 4 and 6 48
52 26
26 25
thirty 55
60 0.5; one Design 4 with depreciation. roll elements
1) and 3) 6 and 7 fifty
54 26
26 25
thirty 55
60 0.5; one; 1.5 with depreciation. roll elements
2) and 3) 6 and 7 fifty
54 26
26 25
thirty 55
60 0.5; one; 1.5 Design 5 with depreciation. roll elements
1) and 3) 6 and 9 fifty
58 26
26 thirty
32 60
65 0.7; one; 1.5 with depreciation. roll elements
2) and 3) 6 and 9 fifty
58 26
26 thirty
33 65
70 0.7; one; 1.5 Design 6 with depreciation. roll elements
1) and 3) 5 and 7 fifty
54 26
26 29
35 60
70 0.5; one; 1.5 with depreciation. roll elements
2) and 3) 5 and 7 fifty
54 26
26 29
35 60
75 0.5; one; 1.5

* - the dimension is given as a fraction of the minimum horizontal size of the shock-absorbing roller element.

In all designs 1-6, during the tests (collision of a vehicle with a protective roller device), contact of the vehicle section with the shock-absorbing roller element was recorded with their engagement and subsequent unwinding of the shock-absorbing roller element. The engagement of the vehicle section with the damping roller element, i. e. dense pressing of the collision areas, creates a reliable start of the torque of the shock-absorbing roller element and provides braking and tangential mode of vehicle movement.

Formation and preservation of the tangential mode of motion of the vehicle increases the duration of interaction with the shock-absorbing roller element and reduces the possibility of rebound of the vehicle. The results of the experiments indicate that the design features of the first, second and third lines of protection make it possible to avoid the direct impact of the vehicle and the rough attack of the vehicle on the safety beams. This is of particular importance on roads with high speed limits, as well as on bridges and in places of critical importance.

The formation and maintenance of the tangential mode of motion of the vehicle also reduces the entry (diving) of the vehicle into the gap between the shock-absorbing roller elements, which ensures a smooth trajectory of the vehicle and, accordingly, its smooth return to the road.

In all embodiments of the protective roller device according to the first invention of the proposed group of inventions, it was recorded that the design features of the tested devices (designs 1-6) made it possible to avoid the maximum primary impact of the vehicle on the safety beams, i.e. vehicle movement leading to deviation from the tangent mode.

The test results also showed that various versions of shock-absorbing roller elements make it possible to ensure their reliable and high-quality contact with engagement with vehicle sections, followed by rotation around the rack at different angles of vehicle collision.

The introduction of the third line of protection enhances the effect of absorption by the device of the energy of the vehicle's movement, and hence the tangential mode of the vehicle's movement. This maximum possible energy absorption is also facilitated by the possibility of vertically distributing the vehicle mass for each participating shock-absorbing roller element vertically on the strut and eliminating vehicle bounce at the lower level of the vehicle body. At the same time, the mass of shock-absorbing roller elements vertically on the device rack can correspond to the proportion of the vertical distribution of the vehicle mass as 1 to 7 for passenger vehicles, and for trucks it can reach as much as 1 to 20.

Thus, the test results showed that the design features of the protective roller device according to the first and second inventions of the proposed group of inventions provide compensation for the impact of the vehicle, maximum braking of the vehicle and the formation and maintenance of the tangential direction of the vehicle, which makes it possible to eliminate the rebound of the vehicle from the device and bring the vehicle back onto the road smoothly. This improves the holding and returning function of the protective roller device and provides a synergistic effect of its protective lines. In addition, the design features of the protective roller device increase the reliability of the device.

Under the action of the first, second and third protective lines of the device, the motion energy was absorbed and extinguished, the vehicle was held and returned, while a synergistic effect was achieved, expressed in the transition to the tangential mode of vehicle movement, its formation and preservation. As a result of the synergistic effect, conditions were achieved for the maximum possible braking of the vehicle with maximum contact with the protective roller device, which led to a smooth movement and return of the vehicle.

In addition to the indicated technical results, the protective roller device according to the second invention of the proposed group of inventions provided for taking into account the distribution of the mass difference between the upper and lower parts of the vehicle.

Thus, the proposed group of inventions makes it possible to achieve all the claimed technical results.

Claims (108)

1. A protective roller device, characterized in that it contains two lines of protection for receiving a collision with a vehicle and protecting the vehicle, the first line of protection is formed by shock-absorbing roller elements coaxially mounted on vertically oriented racks, and the second line of protection is formed by horizontally oriented safety beams fixed on the racks, while the racks are made long and short, long racks are rigidly installed in the ground, and short racks are made without contact with the ground, safety beams are fixed in the upper and lower parts of each rack in pairs on both sides of the racks, shock-absorbing roller elements are placed between the upper and lower safety beams and are made with the possibility of rotation around the rack and with an external shape protruding beyond the outer boundaries of the surface of the safety beams, while the size of the protruding sections of the shock-absorbing roller elements and the size of their areas with contact with the vehicle section during a collision provides adhesion and friction of these sections and the launch of the torque moment of the body mass of the shock-absorbing roller elements, and the size of the clearance interval between the shock-absorbing roller elements mounted on adjacent racks is the distance that ensures the vehicle passes the track section along the shock-absorbing roller elements with maximum contact, and the safety beams are made with the possibility of deflection and the formation of a tangential mode of movement of the vehicle. 2. Protective roller device according to claim 1, characterized in that the long and short posts are made at regular intervals. 3. Protective roller device according to claim 1, characterized in that long and short posts are made at different intervals. 4. The protective roller device according to claim 1, characterized in that long posts can be made on piles having a profile: C-shaped, T-shaped, I-beam. 5. Protective roller device according to claim 4, characterized in that long posts can be equipped with an adapter with an internal hole that repeats the profile of the pile. 6. Protective roller device according to claim. 1, characterized in that the long posts can be installed on the median strip of the road, and / or the road shoulder, and / or in the right of way of the road, and / or on the median strip of the road passing over the bridge, and/or the side of the road passing over the bridge. 7. Protective roller device according to claim 1, characterized in that the long posts are fixed with flanges. 8. Protective roller device according to claim 1, characterized in that long posts can be made with an inclination to the vertical. 9. Protective roller device according to claim 8, characterized in that long posts can be made with a bend above ground level. 10. Protective roller device according to claim 8, characterized in that long posts can be made with a bend immersed in the ground. 11. Protective roller device according to claim 1, characterized in that the long and short posts may have tapered sections. 12. The protective roller device according to claim 1, characterized in that the heads of long and short posts can be made of a conical shape with the possibility of installing coaxial external springs at the ends of the posts. 13. Protective roller device according to claim 1, characterized in that the safety beams on the side of collision with the vehicle are made concave towards the uprights. 14. Protective roller device according to claim 1, characterized in that the safety beams on the side of collision with the vehicle are made curved from the racks. 15. Protective roller device according to claim 1, characterized in that the safety beams can be made with a small radius of curvature. 16. Protective roller device according to claim 1, characterized in that the side surfaces of the lower and upper protective beams can be coated. 17. Protective roller device according to claim 1, characterized in that the side surfaces of the lower and upper safety beams can be provided with strips of polymer-composite material with a smooth laminated outer surface. 18. Protective roller device according to claim 1, characterized in that the profile of the safety beams can be made rectangular, W-shaped, concave to the horizontal axis of the beam, curved from the horizontal axis of the beam. 19. Protective roller device according to claim 1, characterized in that the safety beams can be separated from the shock-absorbing roller elements by protective plates. 20. Protective roller device according to claim 19, characterized in that the protective plates can be spring-loaded from the side of the safety beams. 21. Protective roller device according to claim 1, characterized in that the safety beams can be made with built-in rotating small rollers. 22. Protective roller device according to claim 1, characterized in that the safety beams can be fixed on the racks by means of clamping and tensioning mechanisms. 23. The protective roller device according to claim 22, characterized in that clamps can be used in the clamping-tensioning mechanism, which can be a spring clamp, which is metal or rubber springs, clamping plates, which are flexible profiled metal or rubber plates . 24. Protective roller device according to claim 1, characterized in that the safety beams can be additionally equipped with rails with clamps installed along the entire length of the beams. 25. Protective roller device according to claim 24, characterized in that rotating small rollers can be built into the rails. 26. Protective roller device according to claim 1, characterized in that between the upper and lower protective beams on each rack there is at least one shock-absorbing roller element. 27. Protective roller device according to claim 1, characterized in that when more than one shock-absorbing roller element is placed between the upper and lower safety beams, the contact surfaces of adjacent shock-absorbing roller elements are made smooth. 28. Protective roller device according to claim 1, characterized in that when more than one shock-absorbing roller element is placed between the upper and lower safety beams, the contact surfaces of adjacent shock-absorbing roller elements are made rough. 29. The protective roller device according to claim 1, characterized in that the shock-absorbing roller elements are made in the form of bodies of revolution with a through hole made vertically oriented along the central axis of the body of revolution. 30. Protective roller device according to claim 1, characterized in that the shock-absorbing roller elements may consist of one rotation body or be composed of several rotation bodies. 31. A protective roller device according to claim 1, characterized in that a cylinder, a ball, a torus, a disk, a cone, an ellipsoid, a hyperboloid and other bodies of revolution can act as bodies of revolution. 32. The protective roller device according to claim 1, characterized in that the shell of the shock-absorbing roller element can be made in one piece, from elastic materials. 33. Protective roller device according to claim 1, characterized in that when more than one cylindrical damping roller element is placed between the upper and lower protective beams, the planes of the damping roller elements directed towards each other can be made inclined. 34. Protective roller device according to claim 1, characterized in that the shock-absorbing roller elements can be made with a conical outer surface. 35. Protective roller device according to claim 1, characterized in that the shock-absorbing roller elements can be provided with protrusions. 36. The protective roller device according to claim 1, characterized in that the shock-absorbing roller elements can be made with a shape having a flower with round petals in cross section, while an angle of not more than 120 ° is formed between two adjacent petals. 37. Protective roller device according to claim. 1, characterized in that the shock-absorbing roller elements can be made with built-in rotating small rollers. 38. The protective roller device according to claim 1, characterized in that the shock-absorbing roller elements can be made with soft, flexible shells. 39. The protective roller device according to claim 1, characterized in that the shock-absorbing roller elements can be made with soft, flexible shells filled with bulk material. 40. Protective roller device according to claim 39, characterized in that sand can be selected as bulk material. 41. Protective roller device according to claim 1, characterized in that when the shock-absorbing roller elements are made in the form of discs, the discs may have soft edges. 42. The protective roller device according to claim 1, characterized in that the shock-absorbing roller elements can be made of a carousel type. 43. The protective roller device according to claim 1, characterized in that the shock-absorbing roller elements can be made with a displaced center of mass. 44. The protective roller device according to claim 1, characterized in that clamps can be installed in the space between the outer surface of each rack and the inner surface of the through hole of the shock-absorbing roller element. 45. Protective roller device according to claim 44, characterized in that spring clamps for compression are selected as clamps. 46. The protective roller device according to claim 45, characterized in that the compression spring clamps can be equipped with internal inserts. 47. Protective roller device according to claim 46, characterized in that the inner inserts can be made in the form of a hexagonal tube for six flat springs. 48. Protective roller device according to claim 46, characterized in that the inner inserts can be made in the form of a cylindrical tube for a coil spring from a flat tape. 49. The protective roller device according to claim 1, characterized in that the size of the protruding sections of the shock-absorbing roller elements can be no more than 15 cm. 50. The protective roller device according to claim 1, characterized in that the size of the areas of contact of the shock-absorbing roller elements with the vehicle section in the event of a collision is determined by a rectangle, the width of which is not more than 35% of the minimum horizontal size of the shock-absorbing roller element, and the height is not more than 90% of the vertical size shock-absorbing roller element. 51. Protective roller device according to claim 1, characterized in that the size of the clearance interval between the shock-absorbing roller elements can be from 0.5 to 1.5 of the minimum horizontal dimension of the shock-absorbing roller element. 52. A protective roller device, characterized in that it contains two lines of protection for receiving a collision with a vehicle and protecting the vehicle, the first line of protection is formed by shock-absorbing roller elements coaxially mounted on vertically oriented racks, and the second line of protection is formed by horizontally oriented safety beams fixed on the racks, while the racks are made long and short, long racks are rigidly installed in the ground, and short racks are made without contact with the ground, safety beams are fixed in the upper and lower parts of each rack in pairs on both sides of the racks, shock-absorbing roller elements are placed between the upper and lower safety beams and are made with the possibility of rotation around the rack and with an external shape protruding beyond the outer boundaries of the surface of the safety beams, while the size of the protruding sections of the shock-absorbing roller elements and the size of their areas with contact with the vehicle section during a collision provides adhesion and friction of these sections, and the launch of the rotational moment of the body mass of the shock-absorbing roller elements, and the size of the clearance interval between the shock-absorbing roller elements installed on adjacent racks is the distance that ensures the passage of the track section by the vehicle along the shock-absorbing roller elements with maximum contact, and the safety beams are made with the possibility of deflection and formation of a tangential mode of movement of the vehicle, while the protective roller device contains a third line of protection made under the lower safety beams, and includes at least one additional safety beam fixed on each rack, and shock-absorbing roller elements coaxially mounted on racks between the safety beams and additional safety beams, made with a greater mass than the shock absorber roller elements of the first line of defense. 53. A protective roller device according to claim 52, characterized in that long and short posts are made at regular intervals. 54. The protective roller device according to claim 52, characterized in that the long and short posts are made at different intervals. 55. The protective roller device according to claim 52, characterized in that long racks can be made on piles having a profile: C-shaped, T-shaped, I-beam. 56. Protective roller device according to claim 55, characterized in that long posts can be equipped with an adapter with an internal hole that repeats the profile of the pile. 57. The protective roller device according to claim 52, characterized in that the long posts can be installed on the median of the road, and / or the road shoulder, and / or in the right of way of the road, and / or on the median of the road passing over the bridge, and/or the side of the road passing over the bridge. 58. Protective roller device according to claim 52, characterized in that the long posts are fixed with flanges. 59. Protective roller device according to claim 52, characterized in that long posts can be made with an inclination to the vertical. 60. Protective roller device according to claim 59, characterized in that long posts can be made with a bend above ground level. 61. Protective roller device according to claim 59, characterized in that long posts can be made with a bend immersed in the ground. 62. Protective roller device according to claim 52, characterized in that the long and short posts may have tapered sections. 63. The protective roller device according to claim 52, characterized in that the heads of long and short posts can be made of a conical shape with the possibility of installing coaxial external springs at the ends of the posts. 64. Protective roller device according to claim 52, characterized in that the safety beams on the side of collision with the vehicle can be made concave to the uprights. 65. Protective roller device according to claim 52, characterized in that the safety beams on the side of collision with the vehicle can be made curved from the racks. 66. Protective roller device according to claim 52, characterized in that the side surfaces of the lower and upper protective beams can be coated. 67. Protective roller device according to claim 52, characterized in that the side surfaces of the lower and upper safety beams can be provided with strips of polymer-composite material with a smooth laminated outer surface. 68. The protective roller device according to claim 52, characterized in that the safety beams and additional safety beams can be fixed on the racks by means of clamping and tensioning mechanisms. 69. The protective roller device according to claim 68, characterized in that clamps can be used in the clamping-tensioning mechanism, which can be a spring clamp, which is metal or rubber springs, clamping plates, which are flexible profiled metal or rubber plates . 70. Protective roller device according to claim 52, characterized in that spring clamps for compression can be installed between the additional safety beams and the upper and lower safety beams. 71. The protective roller device according to claim 70, characterized in that the spring clamps are made of a flat tape in the form of an elastic spiral ring with the possibility of compression. 72. Protective roller device according to claim 52, characterized in that the safety beams and additional safety beams can be made with a small radius of curvature. 73. Protective roller device according to claim 52, characterized in that the profile of the safety beams and additional safety beams can be made rectangular, W-shaped, concave to the horizontal axis of the beam, curved from the horizontal axis of the beam 74. Protective roller device according to claim 52, characterized in that the safety beams and additional safety beams can be separated from the shock-absorbing roller elements by protective plates. 75. Protective roller device according to claim 74, characterized in that the protective plates can be spring-loaded from the side of the beams. 76. Protective roller device according to claim 52, characterized in that the additional safety beams can be made with a smooth surface on the side of collision with the vehicle. 77. The protective roller device according to claim 52, characterized in that the safety beams and additional safety beams can be additionally equipped with rails with clamps installed along the entire length of the beams. 78. Protective roller device according to claim 77, characterized in that rotating small rollers can be built into the rails. 79. Protective roller device according to claim 52, characterized in that between the upper and lower protective beams on each rack there is at least one shock-absorbing roller element. 80. The protective roller device according to claim 52, characterized in that at least one shock-absorbing roller element is placed between the lower safety beams and additional safety beams on each rack. 81. Protective roller device according to any one of paragraphs. 79-80, characterized in that when more than one shock-absorbing roller element is placed between the beams, the contact surfaces of adjacent shock-absorbing roller elements are made smooth. 82. Protective roller device according to any one of paragraphs. 79-80, characterized in that when more than one shock-absorbing roller element is placed between the beams, the contact surfaces of adjacent shock-absorbing roller elements are made rough. 83. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements are made in the form of bodies of revolution with a through hole made vertically oriented along the central axis of the body of revolution. 84. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements may consist of one rotation body or be composed of several rotation bodies. 85. A protective roller device according to claim 52, characterized in that a cylinder, a ball, a torus, a disk, a cone, an ellipsoid, a hyperboloid and other bodies of revolution can act as bodies of revolution. 86. The protective roller device according to claim 52, characterized in that the shell of the shock-absorbing roller element can be made in one piece, from elastic materials. 87. The protective roller device according to claim 52, characterized in that when placed between the upper and lower safety beams more than one cylindrical shock-absorbing roller element, the planes of the shock-absorbing roller elements directed towards each other can be made inclined. 88. Protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be made with a conical outer surface. 89. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be provided with protrusions. 90. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be made with a shape having a flower with round petals in cross section, while an angle of not more than 120 ° is formed between two adjacent petals. 91. Protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be made in the form of a cylinder with built-in rotating small rollers. 92. Protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be made with soft, flexible shells. 93. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be made with soft, flexible shells filled with bulk material. 94. Protective roller device according to claim 52, characterized in that sand can be selected as a bulk material. 95. The protective roller device according to claim 52, characterized in that when the shock-absorbing roller elements are made in the form of discs, the discs may have soft edges. 96. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be made of a carousel type. 97. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements can be made with a displaced center of mass. 98. Protective roller device according to claim 52, characterized in that clamps can be installed in the space between the outer surface of each rack and the inner surface of the through hole of the shock-absorbing roller element. 99. The protective roller device according to claim 98, characterized in that spring clamps for compression are selected as clamps. 100. The protective roller device according to claim 99, characterized in that the spring clamp of the shock-absorbing roller element of the third line of protection can be made with a greater spring stiffness than the spring clamp of the shock-absorbing roller element of the first line of protection. 101. The protective roller device according to claim 99, characterized in that the compression spring clamps can be equipped with internal inserts. 102. The protective roller device according to claim 101, characterized in that the inner inserts can be made in the form of a hexagonal tube for six flat springs. 103. Protective roller device according to claim 101, characterized in that the inner inserts can be made in the form of a cylindrical tube for a coil spring from a flat tape. 104. The protective roller device according to claim 52, characterized in that the shock-absorbing roller elements of the third line of protection can be made with a lower height than the shock-absorbing roller elements of the first line of protection. 105. The protective roller device according to claim 52, characterized in that the size of the protruding sections of the shock-absorbing roller elements can be no more than 15 cm. 106. The protective roller device according to claim 52, characterized in that the size of the protruding sections of the shock-absorbing roller elements of the third line of protection may exceed the size of the protruding sections of the shock-absorbing roller elements of the first line of protection by 1-3 cm. 107. The protective roller device according to claim 52, characterized in that the size of the contact areas of the shock-absorbing roller elements with the vehicle section in the event of a collision is determined by a rectangle, the width of which is not more than 35% of the minimum horizontal size of the shock-absorbing roller element, and the height is not more than 90% of the vertical size shock-absorbing roller element. 108. The protective roller device according to claim 52, characterized in that the size of the gap between the shock-absorbing roller elements can be from 0.5 to 1.5 of the minimum horizontal dimension of the shock-absorbing roller element.

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