ES3015070A1 - VEHICLE SIDE IMPACT CONTAINMENT SYSTEM (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Side impact containment system for vehicles, formed by horizontal railings arranged longitudinally in a continuous manner at the same height, and vertical support posts adapted to be inserted into the ground, the vertical posts are arranged at regular intervals and connected to the horizontal railings by means of metal stirrups, the horizontal railings are formed from first pieces of a polymeric material reinforced with a first metal profile, where the polymeric material that makes up the horizontal railings is formed by a mixture of plastic waste, such that, in use, if the horizontal railings are subjected to a force causing deformation by bending, stretching or compression, said polymeric material gives said horizontal railings resilient properties, such that they recover their original shape once the force causing deformation has ceased.

Description

DESCRIPTION

VEHICLE SIDE IMPACT CONTAINMENT SYSTEM

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a safety barrier for roads and bridges, that is, a vehicle side impact containment system, with retention and redirection capacity, consisting of one or more horizontal railings supported at regular intervals on vertical posts inserted into the ground.

Its main components (horizontal railings and vertical posts) are made up of metal parts and polymeric material parts, the latter advantageously coming from a mixture of recycled plastics, in such a way that the whole presents aesthetic qualities for its landscape integration, as well as a resilient character that allows its recovery after a possible impact, for use in road safety, such as safety barriers and parapets, for application on the side margins and medians of roads, etc.

BACKGROUND OF THE INVENTION

In practice, there is a wide variety of types of vehicle restraint systems, understood as any device installed on the margins or median of a road, whose purpose is to provide retention and redirection to a vehicle that, out of control, leaves the roadway and may intercept obstacles or fall due to uneven ground, reducing the severity of the consequences of such incidents, in such a way that damage and injuries are limited both to its occupants and to other road users and other people or objects located in the vicinity.

Safety barriers and bridge parapets are made up of a series of components that, together and once assembled together and inserted into the ground or anchored to a support slab, have the purpose of resisting vehicle impacts, preventing them from crossing them and, thereby, guaranteeing the protection of the occupants and third parties and, at the same time, proceeding with their controlled redirection and deceleration, such that the vehicle emerges stable from the impact and continues its journey at a reduced speed alongside the containment system in the original direction of traffic and, in this way, guaranteeing the safety of the vehicle's occupants and that of other road users.

Within the range of road vehicle restraint systems, safety barriers, defined as continuous restraint systems installed longitudinally on the edges and medians of roads, are the most widely used systems. Within the range of safety barriers (which also includes bridge parapets), the most common are metal safety barriers and concrete safety barriers, whether prefabricated or cast in place. However, in certain areas of special landscape interest, such as mountain roads, natural parks, beaches, tourist areas, etc., metal and concrete safety barriers can produce a somewhat "aggressive" and unwanted visual impact. In general, it can be said that they do not easily integrate into a natural environment. Therefore, in such cases, so-called "aesthetic" barriers are installed. These barriers, due to their specific configuration and composition, are capable of integrating visually pleasingly into a natural environment, in a manner that is unobtrusive and consistent with the surroundings.

Another essential requirement for safety barriers, in addition to their ability to contain vehicle impacts, is their durability, that is, their ability to withstand normal and foreseeable environmental influences to maintain their vehicle impact performance for a reasonably long period, known as their service life.

A third requirement, increasingly in demand and necessary, is the recyclability of the components that make up safety barriers and their reuse for the same or other applications, increasingly contributing to the implementation of a circular economy.

In summary, the essential requirements for safety barriers and bridge parapets are:

- Vehicle impact resistance: containment and redirection capacity, severity reduction, and controlled lateral deformation adjusted to the available space in front of an obstacle or uneven surface.

- Durability.

- Recyclability (not necessarily including recoverability, which would represent a higher step in the recyclability chain).

To which, in certain areas of special interest, a fourth requirement must be added:

- Aesthetic qualities and visual integration with the environment.

As an example of aesthetic safety barriers, we can mention two basic types:

- Stone walls, which may be composed of dry stone or masonry walls or concrete walls clad externally with stone, or even concrete walls with printed and colored surface geometries.

- Wooden barriers, which can be either (i) solid wood barriers in which the component elements are solid pieces of wood or, more frequently, (ii) pieces of wood reinforced internally or externally with metal elements or metal pieces clad externally with wood, the latter type being known as mixed metal and wood barriers. The only aesthetic wooden barriers that, to date, have demonstrated full containment and redirection capacity in the event of vehicle impacts in accordance with the performance requirements demanded of barriers through full-scale crash test procedures, such as the European standard EN 1317-2 and the US NCHRP 350 and MASH reports, are the so-called mixed wood barriers. Currently, there is a wide variety of mixed wood and metal (mainly steel) safety barriers.

Mixed metal and wood safety barriers are typically assembled from three basic components: the railings or horizontal longitudinal elements connected consecutively; the railing support posts arranged at regular intervals; and the spacer/stirrup/connector as an intermediate piece between two consecutive railings and, frequently, as an element connecting them to the support post.

As indicated, there are currently many types of mixed safety barriers made of vegetable wood and steel that respond to the general description indicated above and that differ from each other in the section and number of railings, section and length of the metal profile, configuration and geometry and location of the separator element or stirrup, incorporating different fusibility mechanisms, different forms of wooden sheath to cover the post and different sections and lengths of metal post, as well as different fixing elements used to join components together.

Current mixed metal and wood safety barrier systems present six fundamental problems resulting from the incorporation of plant wood as a constituent material and its lack of stability under certain atmospheric conditions and against biological attack, as well as the difficulty in recovering the material for the same use after vehicle impacts.

The first problem they present is the natural aging of the wood as a result of exposure to normal and foreseeable environmental influences. This natural aging is inevitable in plant-based wood once exposed to the elements and weather, and causes the wood components to discolor, crack, bend, and peel over time, as well as eventual rot. Individually and collectively, these deteriorate both the aesthetics of the wood and the mechanical properties of the wood. This is a highly undesirable effect that ultimately negatively affects its resistance to vehicle impact.

A second problem with the use of wood fibers in safety barriers is their mechanical behavior under vehicle impact. They provide little flexural strength, very little energy absorption capacity, and splinter easily. Contact with the vehicle's bodywork is often harsh. This suggests that the wood components contribute little to the safety barrier's mechanical resistance to vehicle impact.

Another problem, the third, is its reaction to fire, as wood is a combustible material. This combustibility poses an additional risk when wood is used as part of safety barriers, as vehicle impacts against these barriers often cause fuel spills and generate sparks that can easily cause fires that can spread to the wooden parts and spread.

The fourth problem with mixed wood and steel barriers is environmental and is due to the biological treatment that the wood pieces undergo externally, once machined, to give them the ability to resist putrefaction caused by living organisms (including microorganisms), especially when exposed to the elements, as is common with safety barriers. These treatments (which are usually applied in an autoclave) are, to a greater or lesser extent, toxic, and the acids used end up attacking the metal parts in contact with the wood pieces. Furthermore, biological treatments are not usually 100% effective, nor are they maintained throughout the entire useful life of the wood piece, so they do not guarantee total and complete immunity to this attack.

The fifth problem with these mixed wood-metal barriers is also environmental and consists of the impact, at various levels, that can be produced by the logging required to obtain and process the wood used to make these mixed safety barriers. This is especially true of the fact that this logging does not contribute to waste disposal, except in very exceptional cases, when a storm destroys a part of the forest that must be cleared. In such cases, reuse for safety barriers is very complicated. The recycling of the wood components of mixed wood-plant barriers and their subsequent reuse once the safety barrier has reached the end of its useful life (either due to aging or vehicle impact) is seriously hampered by biological treatment. The use of wood-plant in mixed wood-metal barriers does not contribute to economic circularity or lead to the elimination of polluting waste.

The sixth problem with mixed wood and metal barriers is the non-recoverability of the wood after a vehicle impact, as the wood pieces are damaged to such an extent that they cannot be reused in the same barrier.

All of this requires the design of a vehicle side impact containment system that overcomes the above drawbacks.

DESCRIPTION OF THE INVENTION

The present invention is set forth and characterized in the independent claim, while the dependent claims describe other features thereof.

The object of the invention is a system for restraining side impacts of vehicles, for example, a safety barrier for roads or a bridge parapet, consisting of at least one level of horizontal railings arranged longitudinally in a continuous or consecutive manner at the same height, supported at regular intervals by vertical posts partially inserted into the ground, the vertical posts are connected or fixed to the horizontal railings by means of metal stirrups, where the horizontal railings are in turn formed or composed of first pieces of polymeric material (also called "polymeric wood") reinforced with a first metal profile. Advantageously, the polymeric material could be obtained from a mixture of recycled plastics that are difficult to recycle from the "residual fraction" of rejected plastic originating from Urban Solid Waste (MSW), agricultural or industrial landfills.

"Easy recyclability" refers to recycled plastics that are already separated from other organic or inorganic waste such as aluminum, iron, sand, and others. "Difficult recyclability" refers to the same plastics mixed with organic elements containing carbon, such as wood, paper, food scraps, or that make up a mixture of plastics that, due to poor quality or separation costs, are not interesting for recovery or for the recycling industry and end up incinerated or buried, as is usually the case in municipal or private landfills that manage Urban Solid Waste (MSW), agricultural, or industrial waste. This mixture of rejected plastics that are not reused due to contamination from improper materials or because they are not interesting for the industry is defined as "residual fraction" reject plastics.

The plastic raw material (polymeric material or polymeric wood) used and recycled will always have a variable percentage mix of different plastics because it is obtained at source mainly from Urban Solid Waste (MSW), agricultural or industrial landfills.

Although the percentage of this mixture may vary, depending on the Urban Solid Waste (MSW) landfill or agricultural-industrial origin, it is preferred that the types of plastics used in the mixture be the following:

- Low-density polyethylene (LDPE), between 50% and 90%,

- High-density polyethylene (HDPE), between 15% and 25%,

- Polypropylene (PP), between 5% and 15%, and

- Polystyrene (PS), between 0.1% and 20%.

Without disregarding the presence of at least one of the following types of plastics, when the plastic waste is industrial:

- Polyethylene terephthalate (PET), between 0.1% and 20%,

- Acrylonitrile butadiene styrene (ABS), between 0.1% and 20%, and/or

- Polyamides (PA), between 0.1% and 20%.

Advantageously, the polymeric material has an aesthetic appearance of natural wood, especially when the colors are similar to those of wood with brown, ochre, or blackish tones.

Thus, a vehicle side impact containment system is obtained with aesthetic qualities and a high vehicle containment and redirection capacity that, simultaneously, has certain advantageous technical characteristics with respect to the State of the Art, mainly, its resilience to vehicle impact that allows its post-impact recovery, which are described below.

In addition to the quantitative improvement of the characteristics relating to resistance to vehicle impact (containment capacity, controlled impact severity for the occupants, vehicle redirection and limited lateral deformation), which are common to safety barriers and parapets, the present invention provides other qualitatively significant improvements with respect to the State of the Art, thanks to the particular characteristics that this polymeric material from recycled plastics provides to the vehicle side impact containment system which, in summary, are:

- Greater durability because recycled plastic material does not age (does not rot, dry out, absorb moisture, shrink, change color, etc.).

- Recycling of discarded plastic, unsuitable for reuse, which would be disposed of by incineration or burial, with the associated pollution and cost problems.

The new railing configuration with one or more longitudinal pieces of polymeric material (polymeric wood) with a metal profile inserted, fitted or attached longitudinally inside or outside, offers three major advantages:

- The bending deformation capacity of the mixed railing made of recycled plastic and metal (much greater than that provided by vegetable wood, which is almost zero) with a significant increase in its mechanical resistance to vehicular impact as it functions in a similar way to a reinforced plastic beam.

- Improved friction between the recycled plastic composite railing and the vehicle body during impact, which is very different from that of wood or steel. This translates into better control of contact between the horizontal barrier and the vehicle, facilitating vehicle redirection and deceleration, as well as preventing splintering and snagging.

- It presents the resilience of plastic railings, allowing them to recover their original shape or position after being subjected to bending, stretching, or compression forces. The total or partial recovery of the polymeric piece of the mixed railing after a vehicular impact, once separated from the metal element that remains deformed, and once it has recovered its initial shape, allows it to be reused as a railing, simply by attaching a new metal element or by leaving the polymeric piece resting on a flat surface until it is recovered. The plastic mix from recycling or scrap has the special quality of functioning as if it had "memory" and adapting to the contours on which it is installed and supported. This property can be characterized by the following values:

Modulus of elasticity ASTM D6109-10 Strain 1% 526 MPa

Modulus of elasticity ASTM D6109-10 Strain 3% 10.2 MPa

- Plastic or polymeric wood material goes from being a discarded or difficult-to-use product to being a recycled and recyclable element in perpetuity.

Through an extrusion process, the plastic raw material is transformed by applying constant heat, which melts the plastic without burning it. The melting temperature appropriate for each polymer is calculated to eliminate non-plastic elements and create a homogeneous, compact mass. This process results in a small percentage of volume loss due to the melting of the plastic waste, while also minimizing weight loss due to the elimination of moisture in the form of water vapor during the process.

The first pieces of polymeric material for the horizontal railings, as well as the second pieces of polymeric material covering the vertical posts, are made with the polymer mixture, making them inert to the action of heat, humidity, electricity, rot and other variables that could degrade their composition, ensuring a long useful life for the product.

To achieve this and in order to achieve the above advantages with respect to the State of the Art, it has been necessary to create a new vehicle side impact containment system, with aesthetic qualities, of the mixed barrier type made of metal (normally steel) and polymeric material (polymeric wood) from recycled plastics and which incorporates, as new features, the following characteristics that will be developed in detail below:

(I) The railings and posts of the mixed barrier made of metal and polymeric wood are made up of two or more pieces of polymeric material from the recycling of plastic waste and, especially, from the "residual fraction" of rejected plastic, assembled on or with a metal profile.

(II) The railings and posts of the mixed barrier made of metal and polymeric wood are made up of two or more pieces of polymeric material from the recycling of plastic waste and, in particular, from the "residual fraction" of the rejected plastic, assembled on or with a metal profile. The more elastic behaviour of the polymeric material compared to vegetable wood allows for greater energy absorption, which translates into a drastic reduction in the risk of pieces coming loose during a vehicle impact, pieces or parts of pieces whose detachment may pose a risk to other road users and to personnel who may be working in the surrounding areas.

(III) The use of mixed metal and polymer wood barrier railings and posts, consisting of two or more pieces of polymeric material from the recycling of plastic waste and, especially, from the "residual fraction" of rejected plastic, assembled on or with a metal profile, represent the comprehensive use of plastic waste that is difficult to recycle, either due to the lack of selection in landfills or because it has no value in industrial reuse, and thus contributes to environmental conservation and the circular economy.

(IV) The railings and posts of the mixed metal and polymeric wood barrier (polymeric material) will have a certified guarantee of origin of the recycled or rejected plastic. Said recycled plastics, converted into railings, will be certified under UNE-EN 15343. This certificate ensures a true circular economy with traceability from the source and also provides a conformity assessment on the percentage of recycled plastic that will be used in the process, which in this case is up to 99% of the weight of the polymeric material or polymeric wood part.

(V) The mixture of polymeric material or polymeric wood, even though it comes from different recycled plastics that are easy to recycle or difficult to recycle, coming from the remaining fraction of the plastic from the rejection of Urban Solid Waste (MSW), agricultural or industrial waste, has physical and chemical characteristics that, despite their tolerances and without being limiting, can be defined within the following characteristics:

Density according to ISO 1183-1A: 20041.044 g/cm3.

Tensile strength according to UNE EN ISO 527: 19948.4 MPa.

Elongation at break according to UNE EN ISO 527: 19943.3 MPa.

Impact resistance according to UNE EN ISO 179-1: 20014.4 kJ/m2.

Flexural strength according to UNE EN ISO 178: 200315.4 MPa.

BRIEF DESCRIPTION OF THE FIGURES

This descriptive report is complemented with a set of figures, illustrative of the preferred example, and never limiting the invention.

Fig. 1.- Straight section of the vehicle side impact restraint system, with a horizontal railing made of mixed metal and recycled polymer material fixed to the vertical post.

Fig. 2.- Side perspective view from the front or traffic side of a section of the vehicle side impact restraint system with several sections of consecutive horizontal railings and two vertical support posts, the railings connected to each other and to the post by a metal stirrup.

Fig. 3.- Side perspective view from the rear side or side opposite to traffic of a section of the vehicle side impact restraint system with several sections of consecutive horizontal railings and two vertical support posts, the railings connected to each other and to the post by means of metal connection and support stirrups.

Fig. 4.- Sequence showing the deformation of the horizontal railing of the vehicle side impact restraint system, due to vehicle impact and subsequent recovery of the initial shape, once the first piece of polymeric material has been detached from the first metal reinforcement profile.

Fig. 5.- Side perspective view of the connection between consecutive horizontal railings using the metal connection bracket.

Fig. 6.- Cross section of the connection between consecutive horizontal railings by means of the metal connection stirrup, showing the first piece of polymeric material, the first longitudinal metal profile with an open section in the shape of a "U", the metal connection stirrup with an open section in the shape of a "U" and the fixing elements of the vertical joints between pieces.

Fig. 7.- Straight section of a first "U" shaped metal profile with the outline of the first piece of polymeric material of the horizontal railing represented in dashed lines.

Fig. 8.- Cross section of the connection between the horizontal railing and the vertical support post, by means of the metal stirrup, showing the first piece of polymeric material, the first longitudinal metal profile with an open section in the shape of a "U", the metal support stirrup with an open section in the shape of a "U", the fixing elements of the vertical connections between the pieces, as well as the second metal profile and the second piece of polymeric material that make up the vertical post.

Fig. 9. (9a-9j) - Various straight sections, shown as a non-limiting example, which can be made for the contour of the first piece of polymeric material of the horizontal railing of the vehicle side impact restraint system.

Fig. 10. (10a-10g) - Various configurations of the horizontal railing of the vehicle side impact restraint system, shown as a non-limiting example, based on its constituent elements which are the first pieces of polymeric material or polymeric wood and the first metal profiles, the latter being partially inserted, embedded or supported on the first pieces of polymeric material.

Fig. 11. (11a-11l) - Various configurations of the horizontal railing of the vehicle side impact restraint system, shown as a non-limiting example, based on its constituent elements which are the first pieces of polymeric material or polymeric wood and the first metal profiles, the latter being fully embedded inside the first pieces of polymeric material.

Fig. 12.- Side perspective view from the rear side of a vertical support post made up of a second metal profile and a second piece of polymeric material that covers it, the latter partially surrounding the second metal profile, covering three of the four faces of said second metal profile, leaving its face opposite to traffic uncovered.

Fig. 13.- Side perspective view from the rear side of a vertical support post made up of a second metal profile and a second piece of polymeric material covering it, with the second metal profile fully embedded inside the second piece of polymeric material.

Fig. 14.- Perspective view of a section of horizontal railing composed of two first longitudinal pieces of polymeric material, leaving the first metal profile inside.

Fig. 15.- Side perspective view from the front side or traffic side of a section of the vehicle side impact restraint system formed by several (two) levels of horizontal railings superimposed in height.

Fig. 16.- Perspective view of a horizontal railing of the vehicle side impact restraint system, composed of several (two) first longitudinal pieces of polymeric material or polymeric wood, mounted on the same first metal profile.

Fig. 17.- Perspective view of a horizontal railing of the vehicle side impact restraint system, composed of several first longitudinal pieces of polymeric material or polymeric wood mounted on two first tubular section metal profiles arranged inside each first piece of polymeric material of the railing, embedded, said first pieces of polymeric material being connected to each other by means of an internal metal connector, partially inserted in each first tubular metal profile.

DETAILED EXPLANATION OF THE INVENTION

The present invention provides a vehicle side impact restraint system, for example a safety barrier or bridge parapet, as shown in Figure 1, consisting of:

- one or more levels of horizontal railings (1) arranged longitudinally in a continuous or consecutive manner at the same height with respect to a terrain (7), where said horizontal railings (1) are constituted or formed from first pieces (6, 6', 6'') of a polymeric material reinforced with a first metal profile (5); and

- a series of vertical support posts (3), preferably formed by a second metal profile (3) covered, at least in part of its length and around at least part of its perimeter, by a second piece (2) of the polymeric material, where the vertical posts (3) are arranged at regular intervals, partially inserted or anchored in the ground (7) and connected to the horizontal railings (1) by means of metal stirrups (4).

Advantageously, the polymeric material (polymeric wood) is formed by a mixture of plastic waste, such that, in use, if the horizontal railings (1) are subjected to a force causing deformation by bending, stretching or compression, said polymeric material gives said horizontal railings (1) resilient properties, such that they recover their original shape once the force causing deformation has ceased.

It is preferred that the mixture of plastic waste forming the polymeric material comprises the following composition by weight of polymers:

- Low-density polyethylene (LDPE), between 50% and 90%,

- High-density polyethylene (HDPE), between 15% and 25%

- Polypropylene (PP), between 5% and 15%, and

- Polystyrene (PS), between 0.1% and 20%.

Likewise, the mixture of plastic waste that makes up the polymeric material could additionally comprise at least one of the following materials by polymer weight:

- Polyethylene terephthalate (PET), between 0.1% and 20%,

- Acrylonitrile butadiene styrene (ABS), between 0.1% and 20%, and/or

- Polyamides (PA), between 0.1% and 20%.

In any case, it is preferred that plastic waste comes from a "residual fraction" of rejected plastics, originating from a municipal solid waste (MSW), agricultural, or industrial landfill, which remains after sorting and separating reusable and saleable plastics from plastic waste recycling.

Thus, there is a vehicle side impact containment system which, as a whole, presents aesthetic qualities, consisting of a mixed horizontal railing (1) formed of longitudinal pieces of metal (first metal profiles (5)) in the form of bars and longitudinal pieces of recycled polymeric material or polymeric wood (first pieces (6) of polymeric material) in the form of bars, the metal profiles (5) and the first pieces (6) of polymeric material of the horizontal railing (1) being joined together by means of fixing elements (8, 9); vertical posts (2) formed by a second metal profile (3) partially or totally covered, in its part emerging from the ground (7), by a second piece (2) of recycled polymeric material or polymeric wood and a separator or simple clamp as a metal stirrup (4) that longitudinally connects the sections of consecutive horizontal railings (1) with each other by means of suitable fixing elements (8, 9) and, in turn, connects said horizontal railings (1) with the vertical post (2) by means of other suitable fixing elements (11) between the metal stirrup (4) and said vertical post (2) which, in turn, connects the assembly of horizontal railing (1), metal stirrup (4) and vertical post (2) to the ground (7) by means of insertion (see Fig. 1, Fig. 2 and Fig. 3).

The metal stirrup (4) can offer a double function. A single metal stirrup (4) can join two consecutive horizontal railings (1) and, at the same time, join these with the vertical post (2) (in those cases in which a vertical post is arranged right at the junction between horizontal railings), or, two different types of metal stirrup (4) can be used (4', 4''), the first, for the union between consecutive horizontal railings (1), as a metal connection stirrup (4'), and the second, for the union of the horizontal railings (1) with the vertical post (2) (when a vertical post is arranged at an intermediate point of the horizontal railing), as a metal support stirrup (4'') (see Fig. 3).

The longitudinal horizontal railings (1) are preferably substantially rectangular in section and are installed on the margin or median of the road with the longest side arranged vertically, constituting the surface exposed to traffic.

Each horizontal railing (1) may be composed of one, two or more first longitudinal pieces (6, 6’, 6’’) of polymeric material, preferably from recycling of the “residual fraction”, of identical section, arranged (in the case of two or more first pieces of polymeric material) longitudinally adjacent with their end sections in contact or very close, assembled on a single first longitudinal metal profile (5) either with an open section, preferably in the shape of a “U”, a “C” or a “sigma”, or with a closed (tubular) section, preferably round, oval, or quadrangular (square or rectangular), the length of which corresponds approximately to the sum of the length(s) of the first piece or pieces (6) of polymeric material, by suitable fixing elements (8, 9), preferably a screwed connection, between the first piece or pieces (6) of polymeric material and the first metal profile (5), as can be seen in Fig. 1, Fig. 2 and Fig. 3.

After a vehicular impact against the vehicle side impact restraint system, for example, a road safety barrier, along the contact length, the mixed horizontal railings (1) are deformed, taking on an arch shape in the direction of the impact. Once said horizontal railings (1) are disassembled into their component elements (first piece (6) of polymeric material and first metal profile (5)), the deformed first metal profile (5) is completely separated from the first piece (6) of polymeric material by uncoupling the fixing elements (8, 9) that join both parts, the first piece (6) of polymeric material completely recovers its initial shape (straight shape) and can be recovered and reused in the same horizontal barrier (1), as shown in Fig. 4a, Fig. 4b, Fig. 4c and Fig. 4d. The complete recovery of the first piece (6) of polymeric material to its initial shape takes a certain amount of time, although it is reasonably short. Thus, it can be stated that the horizontal railing (1) of the containment system has resilient properties. The composition of the plastic waste used, as previously discussed, is fundamental to obtaining this resilient property.

The total or partial recovery of the horizontal railing (1) after a vehicular impact, once the first piece (6) of polymeric material is separated from the first metal profile (5) that remains deformed in cases of greater impact, such that the first piece (6) of recycled polymeric material recovers its initial shape, thus allowing 100% of the polymeric material of the horizontal railing (1) to be reused simply by attaching a new first metal profile (5) to it or by leaving the first piece (6) of polymeric material on a flat surface.

Thus, polymeric or plastic materials that are difficult to recycle will be recycled for this process, and at the same time, 100% will be recyclable again at the end of their useful life in a complete circular economy process that can be repeated in the same way for hundreds of years.

The first pieces (6) of polymeric material of the horizontal railings (1) can have different straight sections or shapes, such as rectangular, rectangular with rounded corners on one side or both, quadrangular, circular, elliptical, oval, or compound shapes, as shown in Fig. 9a, Fig. 9b, Fig. 9c, Fig. 9d, Fig. 9e, Fig. 9f, Fig. 9g, Fig. 9h, Fig. 9i and Fig. 9j.

The horizontal railings (1), composed of bars or first metal profiles (5) and first pieces (6) of polymeric material, from recycling of "residual fraction" (polymeric wood), can be constructed in many different ways depending on the open or closed type and section of the first longitudinal metal profile (5) and the position of said first metal profile (5) with respect to the first piece or pieces (6) of polymeric material (inserted, embedded or supported), such as the following:

- First metal profile (5) with a “U” section partially or totally inserted into the first piece (6) of polymeric material, from the side opposite to traffic, as shown in Fig. 10a.

- First metal profile (5) with a "C" or "U" section embedded within the first piece (6) of polymeric material, with any of its orientations, as shown in Fig. 10b.

- First metal profile (5) with a "C" or "U" section resting or attached against the face opposite to traffic of the first piece (6) of polymeric material, as shown in Fig. 10c.

- First metal profile (5), in the form of a metal plate or rim, supported or attached to the side opposite to traffic of the first piece (6) of polymeric material, as shown in Fig. 10d.

- Two or more first metal profiles (5) with a "U" section, inserted from the side opposite to traffic, in the same first piece (6) of polymeric material, as shown in Fig. 10e.

- Two or more first metal profiles (5) with an open section in the form of a "U", a "C" or a "Sigma" or with a closed tubular section, inserted from the side opposite to traffic, in the same first piece (6) of polymeric material, as shown in Fig. 10f.

- Two or more first metal profiles (5) of open or tubular section supported or attached to the face opposite to traffic of the first piece (6) of polymeric material, as shown in Fig. 10g.

In turn, the first pieces (6) of recycled plastic material (polymeric material or polymeric wood) that, together with the first metal profile (5), make up the horizontal railing (1), can be made up of two or more first pieces (6', 6'') of polymeric material fitted or juxtaposed together and arranged around the entire perimeter of the first metal profile (5), as shown in Fig. 14. In this case, the first piece (6) of polymeric material is no longer a simple piece but a composite one and this characteristic facilitates the recovery of material from the horizontal railing (1) after a vehicular impact or at the end of its useful life.

Similarly, each horizontal railing (1) of the containment system can also be manufactured from two or more longitudinal first pieces (6', 6'') of polymeric material mounted on a single first profile or metal bar (5) and joined to it by means of appropriate fixing elements (8, 9), preferably screwed joints or a screw-nut-washer assembly, as shown in Fig. 16. In this case, the edge of the ends of the first pieces (6', 6'') can be made of polymeric material which, once assembled into the horizontal railing (1), face each other in a broken manner in such a way as to allow a tongue and groove fit (13) between them. This tongue and groove arrangement allows for a better connection between the first pieces (6’, 6’’) of polymeric material that are mounted on a single first metal profile (5) such that, in the event of a vehicle impact, they behave in a more solidary manner and prevents the view of a free slot and the bare first metal profile (5) at this point of connection of the tongue and groove fitting (13).

Another alternative way of manufacturing the horizontal railing (1) consists of obtaining the first piece (6) of polymeric material with the first metal profile (5) embedded inside it. This alternative is innovative and has mechanical advantages by converting the horizontal railing (1) into a genuine "reinforced" plastic beam, which can be used to improve its capacity to withstand vehicular impacts. However, assembly may be more complicated and the recovery procedure may be somewhat more complex.

The horizontal railings (1) with their first internal metal profiles (5), embedded, can be constructed in many different ways depending on the open or closed type and section of the first longitudinal metal profile (5) and the position of said first metal profile (5) with respect to the first piece (6) of polymeric material (inserted, embedded or supported), such as the following, but not limited to them:

- First open metal profile (5) with a "C" section, as shown in Fig. 11a. - First open metal profile (5) with an "I" section, as shown in Fig. 11b. - First metal profile (5) with a rectangular tubular section with an empty interior cavity, as shown in Fig. 11c.

- First metal profile (5) with a round tubular section with an empty interior cavity, as shown in Fig. 11d.

- First metal profile (5) with a rectangular tubular section with a filled interior space, as shown in Fig. 11e.

- First open metal profile (5) with a "U" section, as shown in Fig. 11f. - First open metal profile (5) with a "Sigma" section, as shown in Fig. 11g.

- Several first metal profiles (5), made up of solid metal rods with a circular section, arranged inside the first piece (6) of polymeric material, as shown in Fig. 11h.

- Several first metal profiles (5), made up of solid metal rods with a square section arranged inside the first piece (6) of polymeric material, as shown in Fig. 11i.

- A first metal profile (5), consisting of an interior plate or band, vertical or horizontal, as shown in Fig. 11j.

- Several first open metal profiles (5) with a "U" section arranged inside the first piece (6) of polymeric material superimposed, as shown in Fig. 11k.

- Several first tubular metal profiles (5) of rectangular section arranged inside the first piece (6) of polymeric material superimposed, as shown in Fig. 11l.

For example, in a possible embodiment, the horizontal railing (1) could be composed of one or two first pieces (6, 6’, 6’’) of polymeric material, mounted on a single first metal profile (5) with an open section in the shape of a “U”, said first metal profile (5) being embedded in the first pieces (6, 6’, 6’’) of polymeric material from the rear side facing the traffic, such that the open part of the first metal profile (5) is oriented towards the traffic, that is, with the two wings (15) of the first metal profile (5) arranged horizontally and its core (16) vertically, substantially parallel to the side of the traffic, with the two wings (15) of the first metal profile (5) inserted, totally or almost totally, within longitudinal slots (17) made for this purpose in the first polymeric pieces (6) (see Fig. 6, Fig. 7 and Fig. 8).

Every two consecutive horizontal railings (1) are joined together by a metal connecting stirrup (4'), in such a way that each half of said connecting stirrup (4') is partially inserted inside each horizontal railing (1) that it joins, said connecting stirrup (4') being constituted by a metal bar of section in the form of a "U" of a certain length greater than that of the first metal profile (5), of dimensions such that, once assembled, the connecting stirrup (4') covers or wraps externally in a very tight manner to the first metal profile (5), with the wings of the connecting stirrup (4') being inserted in the same longitudinal slots (17), externally to the wings of the first metal profile (5) and glued to them. In the same way, the core of the metal connecting stirrup (4') is attached externally to the core of the first longitudinal metal profile (5), by its external face (see Fig. 5 and Fig. 6).

The connecting stirrup (4’) is joined to the horizontal railing (1) with two types of joints, fixing elements (8, 9), for example, both being screwed joints, consisting of a screw, nut and washer. A first type of joint is a vertical axis (9), with two or more joints being able to be arranged in each connecting stirrup (4’), said joints affecting both horizontal railings (1), that is, located in both halves of the connecting stirrup (4’). In the vertical axis joint (9), the screw passes vertically through, from top to bottom, the upper part of the first piece (6) of polymeric material, the upper wing of the connecting stirrup (4'), the upper wing of the first longitudinal metal profile (5), the central part of the first piece (6) of polymeric material, the lower wing of the first longitudinal metal profile (5), the lower wing of the connecting stirrup (4') and the lower part of the first piece (6) of polymeric material. The joint (8) has a horizontal axis, and two or more joints may be arranged for each first piece (6) of polymeric material of the horizontal railing (1). The screw in the horizontal axis joints (8) passes horizontally through, from front to back, the first piece (6) of polymeric material, the core of the first longitudinal metal profile (5) and the core of the connecting metal stirrup (4') (see Fig. 5 and Fig. 6).

For their part, the vertical posts (2) supporting the horizontal railing (1) are arranged at regular intervals and are joined to the horizontal railings (1) through the metal stirrup (4) and, in addition, are the elements that materialize the insertion of the containment system in the ground (7). The vertical posts (2) comprise a second metal profile (3), which can be of open or closed section, preferably open, in the form of a "C", a "U", a "Sigma", an "I" or other shapes.

The second metal profiles (3) of the vertical posts (2) can be covered, in whole or in part of their perimeter, by a second piece (2) of polymeric material, obtained from recycling or polymeric wood. Preferably, said second piece (2) of polymeric material covers the second metal profile (3) of the vertical post (2) only along the part of its height that, once the containment system has been installed in the ground (7), remains emerging from it, the second metal profile (3) remaining bare (not covered) in the part of its length intended to be inserted into the ground (7), as shown in Fig. 12 and Fig. 13.

The second piece (2) of polymeric material can be made in such a way that it surrounds three faces of the second metal profile (3), leaving uncovered the face of said second metal profile (3) corresponding to the side opposite to traffic, as shown in Fig. 12, or arranging the second metal profile (3) with all its faces covered (complete perimeter) leaving the second metal profile (3) housed inside it, along the part of the vertical post (2) that remains emerging from the ground (7), once the containment system has been installed by insertion, as shown in Fig. 13.

For example, in a possible embodiment, the second metal profiles (3) of the vertical posts (2) of the containment system could be metal profiles with an open rectangular section in the shape of a "C" and are installed with their largest side perpendicular to the road and in such a way that the core of the "C" is oriented towards the direction of traffic in the adjacent lane. These second metal profiles (3) are covered externally, on three sides (the side parallel to the road that is exposed to traffic and the two sides perpendicular to the road), by a second piece (2) of polymeric material, for example, constituted, in turn, by three planks of polymeric material, one covering each of the three sides, assembled together by means of screws.

The connection between the horizontal railing (1) and the second metal profile (3) of the vertical support post (2), with the second piece (2) of polymeric material covering it, is carried out by means of the metal support stirrup (4’’), of the same section as the metal connection stirrup (4’), inserted in the same way as said metal connection stirrup (4’) in the longitudinal groove (17) of the first piece (6) of polymeric material, externally covering the first longitudinal metal profile (5) in a very tight manner and arranged at an intermediate point of the length of the horizontal railing (1), preferably, at the midpoint. The metal support stirrup (4’’) has a central hole in its core that is used to fix it to the second metal profile (3) of the vertical post (2) by means of a screwed joint (11). The metal support bracket (4’’) is fixed to the first metal profile (5) of the horizontal railing (1) by means of the same types of fixing elements (8, 9) as the metal connection bracket (4’). When the metal support bracket (4’’ is joined, on the one hand, to the second metal profile (3) of the vertical post (2) and, on the other, to the first metal profile (5) of the horizontal railing (1), the connection between the horizontal railing (1) and the vertical support post (3) is materialized (see Fig. 8).

Likewise, in the frequent case that the horizontal railing (1) is made up of two first pieces (6’, 6’’) of polymeric material, the metal support bracket (4’’) also functions as a connecting element, not the only one, of the first two pieces (6’, 6’’) of polymeric material with the only longitudinal first metal profile (5).

Claims (17)

1. - Side impact containment system for vehicles, formed by at least one level of horizontal railings (1) arranged longitudinally in a continuous manner at the same height, and vertical support posts (2) adapted to be inserted into the ground (7), the vertical posts (2) are arranged at regular intervals and connected to the horizontal railings (1) by means of metal support stirrups (4, 4’’), where the horizontal railings (1) are formed from at least a first piece (6, 6’, 6’’) of a polymeric material reinforced with a first metal profile (5), characterized in that the polymeric material that forms the horizontal railings (1) is formed by a mixture of plastic waste, such that, in use, if the horizontal railings (1) are subjected to a force causing deformation by bending, stretching or compression, said polymeric material gives said horizontal railings (1) resilient properties, such that they recover their original shape once the force causing deformation has ceased. 2. - System according to claim 1, in which the vertical posts (2) are formed by a second metal profile (3) covered, at least in part of its length and around at least part of its perimeter, by a second piece (2) of the polymeric material formed by the mixture of plastic waste. 3. - System according to claim 2, wherein two or more second pieces (2) of polymeric material are arranged covering the second metal profile (3). 4. - System according to claims 1 or 2, wherein the mixture of plastic waste that forms the polymeric material comprises the following composition by weight of polymers: - Low-density polyethylene (LDPE), between 50% and 90%, - High-density polyethylene (HDPE), between 15% and 25% - Polypropylene (PP), between 5% and 15%, and - Polystyrene (PS), between 0.1% and 20%. 5. - System according to claim 4, wherein the mixture of plastic waste that forms the polymeric material additionally comprises at least one of the following materials by polymer weight: - Polyethylene terephthalate (PET), between 0.1% and 20%, - Acrylonitrile butadiene styrene (ABS), between 0.1% and 20%, and/or - Polyamides (PA), between 0.1% and 20%. 6. - System according to any of the preceding claims, wherein the plastic waste comes from a "residual fraction" of rejected plastics, originating from a Urban Solid Waste (MSW), agricultural or industrial landfill, which remains after selecting and separating reusable and saleable plastics from the recycling of plastic waste. 7. - System according to claim 1, wherein the first metal profile (5) that forms the horizontal railing (1) is made of steel. 8. - System according to any of claims 1 or 7, in which the first metal profile (5) that forms the horizontal railing (1) is a profile with an open or closed cross section, configured to be inserted, fitted, supported or attached, at least partially, to the first piece (6) of polymeric material that forms said horizontal railing (1). 9. - System according to claim 8, in which the first metal profile (5) that forms the horizontal railing (1) has an open cross section in the shape of a "U", a "C" or a "sigma". 10. - System according to claim 8, wherein the first metal profile (5) that forms the horizontal railing (1) has a closed tubular cross section. 11. - System according to claim 10, wherein the closed tubular cross-section of the first metal profile (5) that forms the horizontal railing (1) is circular, oval or quadrangular. 12.- System according to claim 1, comprising a second metal connection bracket (4’) configured to connect two consecutive horizontal railings (1) together, where the second metal connection bracket (4’) is equal to the first metal support bracket (4’’). 13. - System according to any of claims 1 or 12, wherein the metal stirrup (4, 4’, 4’’) is an open “U” shaped profile configured with such dimensions that, in use, once the metal stirrup (4, 4’, 4’’) is connected to the horizontal railing (1), wings of the metal stirrup (4, 4’, 4’’) are inserted into a longitudinal groove (17) of the first piece (6) of polymeric material that forms the horizontal railing (1), such that the metal stirrup (4, 4’, 4’’) is arranged, tightly, externally embracing wings (15) and a core (16) of the first metal profile (5) that forms the horizontal railing (1) that is inserted in the longitudinal groove (17). 14. - System according to claim 1, wherein the horizontal railing (1) comprises two or more first pieces (6’, 6’’) of polymeric material, of the same cross-section, longitudinally coupled adjacent to each other to the same first metal profile (5) of the horizontal railing (1), where said first pieces (6’, 6’’) are joined to the first metal profile (5) by means of fixing elements (8, 9). 15. - System according to claim 14, in which the coupling surfaces of the first pieces (6’, 6’’) of adjacent polymeric material are broken, so that they form a tongue and groove fit (13) between both pieces (6’, 6’’). 16. - System according to claim 1, wherein the horizontal railing (1) comprises two or more first pieces (6’, 6’’) of polymeric material arranged around the first metal profile (5) of the horizontal railing (1), such that the first metal profile (5) is inserted tightly between said first pieces (6’, 6’’), where the first pieces (6’, 6’’) are joined to the first metal profile (5) by means of fixing elements (8, 9). 17. - System according to claim 1, wherein the horizontal railing (1) is formed by a single first piece (6) of polymeric material, and two or more first metal profiles (5) inserted, fitted or supported in said first piece (6) of polymeric material.