EP1533423B1 - Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür - Google Patents

Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür Download PDF

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Publication number
EP1533423B1
EP1533423B1 EP04292504A EP04292504A EP1533423B1 EP 1533423 B1 EP1533423 B1 EP 1533423B1 EP 04292504 A EP04292504 A EP 04292504A EP 04292504 A EP04292504 A EP 04292504A EP 1533423 B1 EP1533423 B1 EP 1533423B1
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Prior art keywords
supports
rails
guardrail
impact
deformable
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EP04292504A
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English (en)
French (fr)
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EP1533423A1 (de
Inventor
Jean-Claude Dupuis
Pascal Proudy
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Sec Envel
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Sec Envel
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Priority to PL04292504T priority Critical patent/PL1533423T3/pl
Priority to SI200430991T priority patent/SI1533423T1/sl
Publication of EP1533423A1 publication Critical patent/EP1533423A1/de
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0415—Metal rails with pivoting members
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts

Definitions

  • the invention relates to a shock absorbing method for safety barriers for vehicle taxiways.
  • the barrier In case of shock by a vehicle, it is often unnecessary to replace the concrete wall. If the barrier consists of rails mounted on vertical supports, it is most often necessary to replace all vertical uprights and rails that were deformed during impact. This plastic deformation is sought to obtain an inelastic absorption of the energy of the shock and an accompaniment of the movement of the vehicle so that it stops without being returned to the traffic lane and risk colliding with the other vehicles. .
  • the EP 0 708 206 describes a retractor pivotable on a vertical support and which comprises a crushable portion 21 associated with a rigid portion 13 rotatably mounted on the vertical support so that the plane of the rail remains perpendicular to the ground at all times, that is to say This means that the barrier is in good condition or at any time during the impact, even when the vertical support bends.
  • This device has a major disadvantage since the rail remains secured to the vertical support during the shock, while the vertical support bends and protrudes on the road relative to the vertical plane of the rail.
  • the damage caused by the base of the vertical support can be important: the vehicle abuts against the vertical support which constitutes a temporary obstacle because it is fixed between the rail and the ground. The trajectory of the vehicle is then not controlled by the guardrail.
  • the present invention overcomes the drawbacks of known solutions and proposes a solution in replacement or in addition to deformable spacers to absorb a whole family of shocks without these being transmitted directly to the vertical supports and that it is necessary to replace.
  • the subject of the invention is a method for improving the energy absorption of an impact against a traffic lane safety barrier comprising a slideway equipped with at least two parallel horizontal rails, supports and means for holding the slide on the supports, consisting in absorbing at least part of the energy of an impact by tilting the slideway to a so-called “rest” position in which at least two rails are offset relative to to a vertical plane and a horizontal plane, to a so-called “operating" position in which at least two smooth tend to align vertically.
  • the invention also relates to a safety barrier for implementing the method and therefore intended to be arranged along traffic lanes, comprising, in operational position, at least one slideway secured to supports, the slideway comprising at least two rails parallel horizontal members associated with spacers, wherein the slide is connected to the supports by means of individual support means to each support in the rest position in which at least two smooth are offset with respect to a vertical plane and a horizontal plane, the holding means being calibrated to yield in the event of impact so that the slide in the rest position switches into the operating position in which at least two rails are aligned substantially with respect to a vertical plane.
  • the term "slider" defines the association of at least two parallel rails associated with spacers.
  • the at least two smooth may be formed either by several independent parts each constituting a smooth, or by a single profiled piece to form two reliefs constituting the smooth.
  • the heddles may consist of elements taken from the group of profiled metal parts, logs of wood, composite materials, elements consisting of a log combination wood / metal core, or any other type of material.
  • the invention consists in multiplying the energy-absorbing devices before or after the deformation of the columns.
  • the originality of the invention is to implement a method where the energy absorption is done either before the deformation of the supports, or during this deformation of the supports, or after this deformation of the supports, depending on the mechanical characteristics of the media. selected materials. It consists in absorbing at least a portion of the energy of a shock by tilting the slide of a so-called “rest” position in which at least two rails are offset with respect to a vertical plane and to a horizontal plane, to a position called “operating” in which at least two smooth tend to align vertically.
  • the energy absorption is done during the setting in operating position of the barrier to optimize the contact surface between the rails and the vehicle, operating position in which are initially the safety barriers of the State of the art, namely that the arm is in the vertical plane in the rest position.
  • the method further comprises the step of communicating at least a portion of the residual energy following the impact to means for holding the slide on supports, by transmission to at least one deformable portion of these holding means.
  • the method further comprises the step of transmitting at least a portion of the residual energy following the impact to the supports.
  • This transmission of the resulting energy to the supports can take place directly before or after the tilting according to the holding means employed (for example if the holding means do not have a deformable part that can absorb a part of the impact energy).
  • the twisting is done first to bring the slide from a rest position to an operating position that is to say a maximum contact position between the rails and the vehicle.
  • the torsion is made after the deformation of the supports, thus constituting an additional energy absorbing device compared to devices of the prior art.
  • the term "slider” defines the association of at least two parallel rails associated with spacers.
  • the at least two smooth can be formed either by several independent parts each constituting a smooth, or by a single profiled piece to form at least two reliefs constituting the smooth.
  • the rails can be made of metal parts, logs, composite materials, a combination of wooden logs and a metal core, etc.
  • a safety barrier 10 is represented in the Figures 1 and 2 , and comprises a vertical support 11, holding means 12 and a slide 14.
  • the slide 14 comprises two parallel rails 141 and 142 secured to one another by means of spacers 143 thus having a general shape of scale.
  • the slideway 14 is connected to the vertical supports 11 by individual holding means 12 to each support in a rest position in which the two rails 141 and 142 are offset with respect to a vertical plane and to a horizontal plane.
  • the holding means 12 are calibrated to yield in the event of an impact so that the slide 14 in the rest position tilts in an operating position in which the two rails 141 and 142 align substantially with respect to a vertical plane.
  • the slide 14 is associated with the vertical supports 11 via spacers 12 which modifiably maintain the slide 14 in a position inclined relative to the horizontal.
  • the holding means comprise a spacer 121 and a bolt (not visible) called “fuse” calibrated which gives way in case of shock so that the spacer 121 disengages the vertical post 11 to which it is subject.
  • the spacer 121 is pivotally associated with the slideway 14 via an axis 123 parallel to the longitudinal direction of the slide 14.
  • the spacer 121 further comprises a tilt energy absorbing device which maintains the slide 14 in the rest position in which it is inclined at an angle ⁇ with respect to a vertical plane V.
  • the energy absorption device of the tilting consists of at least one plate 125 sufficiently deformable under the stress of a shock to absorb some of the impact energy.
  • the plate 125 is either an integral part of the spacer, that is to say it consists of the cutting on three sides of at least a part of a face of the spacer 121, or a part added to the spacer 121, for example by welding.
  • the plate In the rest position ( figure 1 ) the plate is at an acute or even zero angle with the horizontal.
  • the edge 126 of the plate parallel to the healds and located opposite the edge 127 associated with the spacer 121 is in contact with the spacer 143 which rests on it and on the axis 123. These two points of contact are offset relative to the vertical, that is to say that they belong to two parallel and distinct vertical planes.
  • the plane of the spacer 143 makes an angle ⁇ with a vertical plane and the rails 141 and 142 are inclined towards the top of the barrier 10.
  • the angle ⁇ and the position of the slide in the rest position therefore depend on the length of the plate 125 and the initial angle that the plate 125 makes with the horizontal. In a preferred embodiment, these parameters are chosen so that the angle ⁇ is between 15 ° and 50 °, and preferably around 30 °.
  • the figure 2 represents the barrier of the figure 1 after a weak shock, or at the beginning of a violent shock.
  • the energy absorbing device of the tilting 125 being calibrated to yield during a shock while opposing a resistance, the slide 14 has tilted along the arrow F1 towards an operating position in which is substantially vertical, that is to say that the plane passing through the two smooth is substantially parallel to a plane parallel to the vertical supports 11.
  • the tilting is obtained when the vehicle hits the outermost rail (here 142), that is to say the one that is farthest from the vertical supports 11.
  • the impact is in the direction of the arrow F c at the level the outermost point of the smooth 142.
  • the slide 14 being rotatably mounted on the axis 123 on each spacer 12 of the barrier 10, the slide pivots by pushing the plate 125 until the second smooth 141 comes into contact with the vehicle and is thus in the operating position.
  • the plate 125 has deformed along the attachment edge 127 by absorbing the energy of a small shock or part of the energy of a violent impact.
  • This energy absorbing device is the first element of the barrier to be deformed which allows the slides 141 and 142 to move to the operating position.
  • the deformable vertical supports participate in the absorption of the energy of a shock.
  • the spacers 12 employees are non-deformable type, that is to say they play the simple role of maintaining a minimum distance between the slide 14 and the vertical supports 11. They transmit all the energy that they receive supports 11 which are deformable type.
  • the barrier 10 has suffered a violent shock in the foreground.
  • the slide is in a vertical plane (operating position) and the spacers 12 have transmitted the energy of the impact to the supports 11 which have bent and have disengaged from the slide by breaking the fuse bolts (not visible). This release of the slide allows this one to play its role of strap necessary to accompany the accident vehicle and to avoid that it is returned in the way of circulation.
  • the slide 14 Downstream of the shock in the direction of circulation F2, the slide 14 is successively in the operating position but still secured to the vertical supports 11, being tilted along the arrow F3, and in the rest position very downstream of the impact. The slide 14 is thus twisted. This longitudinal twist of the smooth 141 and 142 due to shock contributed to the absorption of some of the energy.
  • the plate 125 is located on the upper face of the spacer 12. In this rest position, the slide is oriented downwards.
  • the tilting takes place until the two smooth 141 and 142 are in contact with the damaged vehicle, that is to say in a substantially vertical plane P.
  • the Figures 6 and 7 have a variant in which the rails of the slideway are formed by the profile in one piece 15. This profile thus determines two projections 151 and 152 constituting the smooth, and a core 153 constituting the attachment zone to the spacers 143.
  • the spacer 17 is secured to the slide 19 and comprises a deformable part 171 and a deformable portion 172 bounded by three surfaces 172 a, 172 b and 172 c, a first vertical side 172 and coupled to the vertical support 11, another face 172 b forming an angle ⁇ with the first 172 and coupled to the slide 19 so that, during an impact, said deformable portion 172 is deformed and thus the slide latch 19 from the rest position, in which it is inclined at an angle ⁇ with respect to a vertical plane towards the operating position in which it is substantially vertical.
  • the deformable part 172 thus acts as an individual holding means for each support 11 in the calibrated rest position to yield in the event of an impact so that the slide 19 in the rest position tilts in an operating position in which at least two rails 191 and 192 substantially align with a vertical plane.
  • the deformable part of the spacers represented in the Figures 8 and 9 its role is to allow the tilting of the slide in the operating position while absorbing at least a portion of the energy.
  • the slide latch in the direction of the arrow F6 along the axis formed by the dihedral formed by the face 172 and face 172 b.
  • the spacers used for the realization of the invention may be box-type, namely dimensionally stable and fully transmitting the energy they receive to the uprights while maintaining a minimum distance between the slide and these uprights.
  • the spacers transmit the remaining energy to the vertical uprights which bend and disengage the slide which is released and plays a role of strap allowing accompaniment, slowing down and stopping of the accident vehicle without it being returned to the traffic lane and entails a pileup.
  • the spacers employed may also be of the energy absorber type, that is to say comprising at least one more deformable part than the vertical supports.
  • deformable spacers There are several types of deformable spacers. There may be mentioned in particular those consisting solely of deformable elements that absorb at least a portion of the energy of the impact and which crash against the vertical supports, thus bringing the rail into contact with the supports that bend or not depending on the type installation.
  • a spacer of this type consists of at least a part deformable and a dimensionally stable part on the one hand to absorb at least a portion of the impact energy, the deformable portion being calibrated to deform after the rotation of the slide and before the possible deformation of the vertical supports, and on the other hand to maintain a minimum distance, thanks to the dimensionally stable part, between the rail and the vertical supports 11 so that the damaged vehicle does not collide with these supports 11.
  • the deformable part of the spacers represented in the Figures 8 and 9 its role is to allow the tilting of the slide in the operating position while absorbing at least a portion of the energy.
  • a solution according to the invention for obtaining such a barrier is represented in the Figures 10 and 11 .
  • a vertical support 11 is associated with a slideway 21 via a spacer 23.
  • This spacer 23 is of the non-deformable type and is fixed to the vertical support 11 by a fuse bolt 25 intended to yield in the event of impact so that the slideway 21 separates from the vertical supports and plays its role of strap.
  • Fixing the spacer 23 to the slide 21 is rigid, that is to say, it does not give in case of impact.
  • the slide consists of spacers 211 intended to secure three smooth 213, 214 and 215.
  • the spacers 211 have three vertices defining a triangle joined by edges on which are fixed the smooth 213, 214 and 215 perpendicularly to the plane of the triangle.
  • the accident vehicle hits the rail closest to the taxiway on which the vehicle is traveling.
  • the vehicle hits the beam 213 in the direction of the arrow F7.
  • the energy is entirely transmitted to the retractor which tends to move in the direction of the arrow F7.
  • the spacer being dimensionally stable, it transmits energy to the vertical supports 11 which bend. This deformation causes the rupture of the fuse bolt 25 and the slide separates from the vertical supports 11.
  • the slide 21 in the rest position being free, it is twisted under the thrust of the vehicle and tilts in the direction of the arrow F8 in a position of operation in which the two smooth 213 and 214 align substantially with respect to a vertical plane, thus having a maximum surface friction of the vehicle.
  • the tilting is obtained thanks to the specific shape of the slide 21.
  • the beam 215 is then a reinforcement to limit the lateral deformation (in the direction of arrow F7) of the slide, deformation may be dangerous on the lane opposite to that where the accident occurred.
  • FIG. 12 A variant of this device is illustrated by the figure 12 wherein the spacers are associated with five rails 213, 214, 215, 216 and 217. In this way, the slide has a more rigid structure and a large friction surface to the vehicle.
  • the invention therefore provides a device for replacing the deformable spacers (alternative solution) or in combination with the deformable spacers in order to increase the amount of energy absorbed, in particular but not exclusively in areas where the vertical supports must not bend (border river, bordered by tree-lined roads), etc., that is to say where the crossing of the barrier would be more detrimental than the impact against vertical supports indeformable wall type concrete.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Signs Or Road Markings (AREA)
  • Bridges Or Land Bridges (AREA)
  • Processing And Handling Of Plastics And Other Materials For Molding In General (AREA)
  • Air Bags (AREA)
  • Wrappers (AREA)

Claims (15)

  1. Verfahren zum Verbessern der Absorption von Energie eines Stoßes gegen eine Sicherheitsbarriere (11) für Verkehrswege, die aufweist: eine Planke (14, 15, 19, 21), die mit zumindest zwei parallelen Horizontalholmen (141, 142, 151, 152, 191, 192, 213, 214, 215, 216, 217) versehen ist, Träger (11) und eine Einrichtung (12, 17, 23-25) zum Halten der Planke (14, 15, 19, 21) an den Trägern (11), dadurch gekennzeichnet, dass dieses das Absorbieren von zumindest einem Teil der Energie eines Stoßes aufweist, indem die Planke (14, 15, 19, 21) von einer sogenannten Ruheposition, in der zumindest zwei Holme (141, 142, 151, 152, 191, 192, 213, 214, 215, 216, 217) in Bezug auf eine Vertikalebene (V) und eine Horizontalebene versetzt sind, zu einer sogenannten Betriebsposition hin, in der die Tendenz besteht, das sich zumindest zwei Holme (141-142, 151-152, 191-192, 213-214, 213-214-215) vertikal ausrichten, gekippt wird.
  2. Verfahren nach Anspruch 1, die ferner den Schritt aufweist, der darin besteht, zumindest einen Teil der Restenergie, die auf den Stoß folgt, der Halteeinrichtung (12, 17, 23-25) durch die Übertragung zu zumindest einem verformbaren Teil (125, 172) dieser Halteeinrichtung (12, 17, 23-25) zu übermitteln.
  3. Verfahren nach Anspruch 1 oder 2, das ferner den Schritt aufweist, der darin besteht, zumindest einen Teil der Restenergie, die auf den Stoß folgt, zu den Trägern (11) zu übertragen.
  4. Sicherheitsbarriere, die dazu bestimmt ist, sich entlang von Verkehrswegen zu erstrecken, die in der Betriebsposition zumindest eine Planke (14, 15, 19, 21) aufweist, die an Trägern (11) befestigt ist, wobei die Planke (14, 15, 19, 21) zumindest zwei parallele Horizontalholme (141, 142, 151, 152, 191, 192, 213, 214, 215, 216, 217) aufweist, die mit Streben (143, 211) verbunden sind, dadurch gekennzeichnet, dass die Planke (14, 15, 19, 21) mit den Trägern (11) durch Halteeinrichtungen (12, 17, 23-25) verbunden ist, die jedem Träger (11) einzeln zugeordnet sind, in der Ruheposition, in der zumindest zwei Holme (141, 142, 151, 152, 191, 192, 213, 214, 215, 216, 217) in Bezug auf eine Vertikalebene und eine Horizontalebene versetzt sind, wobei die Halteeinrichtung (12, 17, 23, 25) kalibriert ist, um im Fall des Stoßes zurückzuweichen, damit die Planke (14, 15, 19, 21) in der Ruheposition in die Betriebsposition kippt, in der zumindest zwei Holme (141-142, 151-152, 191-192, 213-214, 213-214-215) im Wesentlichen in Bezug auf eine Vertikalebene (V) ausgerichtet sind.
  5. Sicherheitsbarriere nach Anspruch 4, wobei die Halteeinrichtung (12, 17, 23-25) einen Abstandshalter (121, 17, 23) und einen sogenannten kalibrierten Schmelzbolzen (25) aufweist, der im Fall des Stoßes zurückweicht, damit sich der Abstandshalter (121, 17, 23) von dem Vertikalständer (11), an dem dieser befestigt ist, löst.
  6. Sicherheitsbarriere nach Anspruch 5, wobei der Abstandshalter (17) an der Planke (19) unlösbar befestigt ist und einen nicht verformbaren Teil (171) und zumindest einen verformbaren Teil (172) aufweist, wobei zumindest ein verformbarer Teil (172) durch drei Flächen (172a, 172b, 172c) begrenzt ist, eine vertikale Primärfläche (172a), die an den Vertikalträger (11) gekoppelt ist, eine weitere Fläche (172b), die mit der Primärfläche (172a) einen Winkel (α) bildet und an die Planke (19) gekoppelt ist, damit sich bei einem Stoß der verformbare Teil (172) verformt und damit so die Planke (19) aus der Ruheposition, in der diese mit einem Winkel (α) in Bezug auf eine Vertikalebene (V) geneigt ist, zu der Betriebsposition hin, in der diese im Wesentlichen vertikal verläuft, kippt.
  7. Sicherheitsbarriere nach Anspruch 5, wobei der Abstandshalter (121) in drehbarer Weise mit der Planke (14, 15) vermittels einer Achse (123) verbunden ist, die zur Längsrichtung der Planke (14, 15) parallel verläuft, und wobei diese eine Vorrichtung (125) zur Absorption von Kippenergie aufweist, die die Planke (14, 15) in der Ruheposition hält, in der diese in Bezug auf eine Vertikalebene (V) mit einem Winkel (α) geneigt ist, und die kalibriert ist, um bei einem Stoß zurückzuweichen, wobei ein Widerstand entgegengesetzt wird, damit die Planke (14, 15) zu einer Betriebsposition hin kippt, in der diese im Wesentlichen vertikal verläuft.
  8. Sicherheitsbarriere nach Anspruch 5, wobei die Strebe, die dazu bestimmt ist, zumindest zwei Holme unlösbar zu verbinden, polygonal ist und zumindest eine Seite aufweist, die bezüglich einer Vertikalebene geneigt ist.
  9. Sicherheitsbarriere nach Anspruch 8, wobei die Strebe (211), die dazu bestimmt ist, zumindest zwei Holme (213, 214, 215, 216, 217) unlösbar zu verbinden, drei Spitzen aufweist, die ein Dreieck bestimmen, das durch Kanten verbunden ist, an denen die Holme senkrecht zur Dreiecksebene befestigt sind.
  10. Sicherheitsbarriere nach Anspruch 8, wobei die Vorrichtung zur Absorption von Kippenergie durch zumindest eine Platte (125) gebildet ist, die unter der Beanspruchung von einem Stoß ausreichend verformbar ist, um einen Teil der Stoßenergie zu absorbieren.
  11. Sicherheitsbarriere nach Anspruch 8, wobei die Achse (123), die den Abstandshalter (121) mit der die Holme (141, 142, 151, 152) tragenden Strebe (143) verbindet, einen ausreichenden Widerstand in Bezug auf die Rotation bietet, um einen Teil der Stoßenergie zu absorbieren.
  12. Sicherheitsbarriere nach einem der Ansprüche 5 bis 11, wobei der Abstandshalter einen verformbaren Teil aufweist, um zumindest einen Teil der Stoßenergie zu absorbieren, und der verformbare Teil kalibriert ist, um sich nach der Rotation der Planke und vor der anschließenden Verformung der Träger zu verformen.
  13. Sicherheitsbarriere nach einem der Ansprüche 4 bis 12, wobei die Träger formbeständig sind und aus der Gruppe ausgewählt wurden, die Trennelemente aus Beton, Steinmauern, Betonmauern, Brückenpfeiler, Elektromasten, formbeständigen Metallstrukturen und formbeständigen Holzstrukturen aufweist.
  14. Sicherheitsbarriere nach einem der Ansprüche 4 bis 12, wobei die Träger verformbar sind und somit an der Absorption von Stoßenergie teilnehmen.
  15. Sicherheitsbarriere nach einem der Ansprüche 4 bis 14, wobei die Holme aus Elementen aus der Gruppe von Metall-Profilstücken, Rundholz, Verbundwerkstoffen, Elementen, die durch eine Verbindung von Rundholm/Metallseele gebildet sind, gebildet sind.
EP04292504A 2003-11-18 2004-10-21 Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür Active EP1533423B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL04292504T PL1533423T3 (pl) 2003-11-18 2004-10-21 Sposób pochłaniania uderzeń o barierę ochronną na drogach i bariera z wykorzystaniem tego sposobu
SI200430991T SI1533423T1 (sl) 2003-11-18 2004-10-21 Postopek za absorbiranje udarcev ob varnostno ograjo za prometne poti in varnostna ograja zanj

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0313475A FR2862320B1 (fr) 2003-11-18 2003-11-18 Procede d'absorption de chocs contre une barriere de securite pour voies de circulation et barriere de securite de mise en oeuvre
FR0313475 2003-11-18

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EP1533423A1 EP1533423A1 (de) 2005-05-25
EP1533423B1 true EP1533423B1 (de) 2008-09-24

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EP04292504A Active EP1533423B1 (de) 2003-11-18 2004-10-21 Verfahren zur Aufnahme von Stossenergie an Schutzleitplanken von Fahrbahnen und Schutzleitplanke dafür

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Country Link
EP (1) EP1533423B1 (de)
AT (1) ATE409251T1 (de)
DE (1) DE602004016717D1 (de)
DK (1) DK1533423T3 (de)
ES (1) ES2314353T3 (de)
FR (1) FR2862320B1 (de)
PL (1) PL1533423T3 (de)
PT (1) PT1533423E (de)
SI (1) SI1533423T1 (de)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2911351B1 (fr) 2007-01-15 2012-11-16 Sec Envel Barriere de securite pour voies de circulation, procede d'installation et procede d'absorption de chocs contre une telle barriere
ES2397894B1 (es) * 2011-04-20 2013-12-16 Juan Jose Maria Gonzalez Uriarte Amortiguador elastoplástico para sistemas de contención de vehículos y sistema de contención que lo incluye
WO2014033701A1 (en) * 2012-08-28 2014-03-06 Lebel Shlomo Hinged, upwardly rotating guard rail
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CN115463907B (zh) * 2022-10-19 2024-04-12 东莞仕达通自动化有限公司 一种利用直线电机高加减速特性来除尘的设备及方法

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PL1533423T3 (pl) 2009-06-30
DK1533423T3 (da) 2009-02-09
PT1533423E (pt) 2008-12-24
FR2862320B1 (fr) 2006-02-03
ES2314353T3 (es) 2009-03-16
SI1533423T1 (sl) 2009-04-30
EP1533423A1 (de) 2005-05-25
ATE409251T1 (de) 2008-10-15
DE602004016717D1 (de) 2008-11-06
FR2862320A1 (fr) 2005-05-20

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