DE4224998C1 - Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails - Google Patents

Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails

Info

Publication number
DE4224998C1
DE4224998C1 DE19924224998 DE4224998A DE4224998C1 DE 4224998 C1 DE4224998 C1 DE 4224998C1 DE 19924224998 DE19924224998 DE 19924224998 DE 4224998 A DE4224998 A DE 4224998A DE 4224998 C1 DE4224998 C1 DE 4224998C1
Authority
DE
Germany
Prior art keywords
guardrail
deformation
longitudinal
arrangement
profiles
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
DE19924224998
Other languages
German (de)
Inventor
Karl-Heinz Dipl.-Ing. 6695 Tholey De Schmitt
Dominique Dipl.-Ing. 6638 Dillingen De Matheis
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg 6612 Schmelz De
Original Assignee
Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg 6612 Schmelz De
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg 6612 Schmelz De filed Critical Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg 6612 Schmelz De
Priority to DE19924224998 priority Critical patent/DE4224998C1/en
Application granted granted Critical
Publication of DE4224998C1 publication Critical patent/DE4224998C1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety 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
    • E01F15/02Continuous barriers extending along roads or between traffic lanes
    • E01F15/04Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407Metal rails
    • E01F15/0423Details of rails
    • E01F15/043Details of rails with multiple superimposed members; Rails provided with skirts
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety 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
    • E01F15/02Continuous barriers extending along roads or between traffic lanes
    • E01F15/04Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407Metal rails
    • E01F15/0438Spacers between rails and posts, e.g. energy-absorbing means

Abstract

Distance holders with a guide board (6) on the road side are fixed to the posts (2) and formed from shock-absorbing deformation profiles (3). On the deformation profiles (3) on the road side are fixed upper and lower longitudinal rails (4,5) spaced apart in the vertical plane. The lower rail (5) carries the guide board (6) so that the front side of the board extends over the front side of the upper longitudinal rail (4). The longitudinal rails (4,5) are formed from hollow profiles and the deformation profiles (3) are formed from round or multi-angled, vertically positioned hollow bodies. USE/ADVANTAGE - A highway crash barrier which increases traffic safety by being able to withstand heavier weights.

Description

The invention relates to a guardrail arrangement for Roadways according to the features in the preamble of claim 1.

Such a guardrail arrangement counts by the DE 38 09 896 A1 to the state of the art. Here are in Floor anchored posts halfway up the vertical provided tubular spacers screwed to guardrails. In the event of a rear-end collision, the Guardrails towards those arranged in series Post pressed, the adjacent to the scene of the accident tubular spacers as crumple zones be effective. Due to the moment of resistance of the guardrail and the post becomes little of the latter Roadway inclined away, so that the guiding function of the  Protective barrier arrangement largely preserved overall remains.

Due to the increasing traffic volume in recent years and due to the fact that the total weight of trucks has increased significantly considerably higher security requirements in the future, especially with regard to resilience such guard rail arrangements.

The invention is therefore based on those in the preamble of claim 1 features described Based on the task of such a guardrail arrangement to train them to meet the increased demands to traffic safety taking into account higher Vehicle weights has grown better.

According to the invention, this object is achieved in those listed in the characterizing part of claim 1 Characteristics.

The spacers are made of shock absorbing Deformation profiles are formed, the upper ones on the carriageway side and associated longitudinal spars subdivided in sections are. At the front of the lower longitudinal spar is one guardrail also subdivided in sections Design attached. The front of the guardrail is standing therefore over the front of the upper longitudinal spar.

The posts can be embedded or rammed into the ground be.

When a vehicle hits the guardrail assembly, this will first touch the guardrail and from it continued essentially parallel to the road if the approach angle is small. requirement  this is also why the speed is not too high is. The mass of the vehicle also plays a role here Role. In this case there is no relevant deformation the guardrail arrangement.

Is the mass of the vehicle and / or the speed higher or is the angle at which the vehicle is on the Guardrail hits, bigger, so when the vehicle contacts with the guardrail at least one deformation profile are first pressed in at the bottom without the post behind it is affected is pulled. It has a strong shock absorbing effect, so that the guardrail arrangement is not broken. The accident vehicle is safely guided along the guardrail. The deformation profile thus bears to a high degree to protect vehicle occupants. The damage too on the vehicle are limited. By the arrangement the lower and upper longitudinal spars are run over the guardrail arrangement avoided.

Is the mass of the accident vehicle very large, such. B. at a 30 t truck, and / or the approach angle dull or the vehicle has a high speed, becomes the deformation profile in the area of the lower longitudinal spar fully depressed. Lie in this position the front sides of the guardrail and the upper longitudinal spar almost on one level. The guardrail function is thus largely preserved even in this extreme stress phase remained. Only after the deformation profile in the lower one Area is fully compressed, the goes Force applied to the post and the guardrail assembly looks like one of the previously known designs. The post can then yield if necessary.

According to the features of claim 2, the longitudinal spars formed from hollow profiles. These can be advantageous  assemble and contribute to weight saving. Even if it seems advantageous in principle that the Longitudinal bars have a rectangular cross section other cross-sectional shapes conceivable. It is also possible, that the upper longitudinal spar has a cross section that deviates from the cross section of the lower longitudinal spar. So the upper longitudinal spar can be semicircular on the carriageway side will. He then has no edge, so that too the risk for two-wheelers is reduced.

There is preferably a deformation profile on each post provided (claim 3). So that is a continuous safe guardrail string guaranteed. The deformation profiles are particularly detachable with the posts connected (claim 4). Even if a lot of plug or clamp connections are conceivable, so will be an advantageous connection in a screwable Connection seen.

According to the features of claim 5, the deformation profiles from round or polygonal hollow bodies educated. An advantageous embodiment is in a honeycomb, especially hexagonal, shape seen. The hollow body is in a vertical position on the Post mounted.

The deformation profiles can be made of different materials exist and manufactured in different ways will. For example, a type is made of folded and welded sheets possible. But you can too from tubes with a round or polygonal cross-section be divided into lengths.

The deformation profiles preferably extend over about half the height of the posts (claim 6), and in the upper area.  

According to the features of claim 7, the deformation profiles stiffeners at the level of the upper longitudinal spars on. In this way it is achieved that initially the lower area of the deformation profiles pressed in is when a vehicle hits the guardrail assembly moves. The lower longitudinal spars are included the guardrails are shifted towards the posts, until the deformation profiles in the lower one Area are fully compressed. In this The face of the guardrails and the position End faces of the upper longitudinal spars almost in one plane. The vehicle that the guardrail assembly in one Contacted angle, is largely parallel to the guardrail arrangement guided and not returned to the road.

Even if it is basically possible, the stiffeners to produce in different ways, for example made of foamed plastic or suspended sand buffers, there is an advantageous embodiment in the features of claim 8. In this way the crossbars in a simple and inexpensive Integrate deformation profiles.

The upper and lower longitudinal spars are with the deformation profiles (Claim 9) as well as the guardrail with the lower longitudinal spar (claim 10) preferably detachable, in particular screwable, connected. This ensures a simple structure of the whole Guardrail arrangement. Also an exchange of damaged ones Individual parts can therefore be carried out easily.

Although the posts made of profiles of different cross-section there is a special one advantageous embodiment in the features of the claim 11. Also with regard to the section modulus  this arrangement has against kinking or bending Advantages. It also takes into account the interests of Two-wheelers.

According to one training embodiment (claim 12) the posts by at least one parallel to the longitudinal spars or the guardrail running rope among themselves braced. The reinforcing the guardrail arrangement Rope can therefore be arranged in a single or multiple arrangement be used. This will make the entire guardrail assembly additionally reinforced. In addition, the Guardrail arrangement through the tensioned rope Compliant ability, which helps the cross directional impact energy of a starting vehicle intercept and the vehicle along the guardrail to lead. The impacted vehicle becomes so big Opposing force, which ensures that this the Guard rail arrangement does not break through and on the other hand the vehicle is not thrown back onto the road becomes.

Basically, the ropes can be used when creating new ones a guardrail arrangement can be provided. A special But it is also an advantage that when creating a new one a guardrail arrangement initially only the brackets can be provided for one or more ropes, the ropes themselves are not yet. Thereby there is the possibility of a reinforcement only later to make. This can depend on it, for example take place whether the reinforcement from local conditions, such as increased traffic or changed Routing, and / or from changing regulations regarding the resilience of guard rail arrangements becomes necessary.

The invention is based on one in the drawings illustrated embodiment explained in more detail. It shows

Fig. 1 in side view a section of a crash barrier arrangement;

Fig. 2 is a vertical cross section through the representation of Figure 1 along the line II-II.

Fig. 3 is a plan view of the illustration of Fig. 1;

Fig. 4 in an enlarged view, section IV of Fig. 3;

Figure 5 is an enlarged detail view of the vertical cross section II-II through the protective barrier arrangement of Fig..;

Fig. 6 shows the representation of Fig. 5 in a first deformation phase with a partially depressed deformation profile and

FIG. 7 shows the representation of FIG. 5 in a second deformation phase with the deformation profile completely pressed in in the lower region.

The protective barrier arrangement 1 shown in FIGS. 1 to 7 consists of posts 2 anchored on the floor, to which deformation profiles 3 , an upper longitudinal beam 4 and a lower longitudinal beam 5 are attached on the carriageway side. A guardrail 6 is also attached to the lower longitudinal spar 5 .

From Fig. 1 it can be seen that both the guardrail 6 and the upper longitudinal beam 4 are each subdivided in sections. The lower longitudinal spar 5 , which cannot be seen in FIG. 1, is also screwed together from individual shots. The posts 2 are braced with each other by means of wire ropes 7 arranged one above the other at a distance.

As can be seen in FIGS. 3 and 4, each post 2 consists of a C-shaped profile 8 . The web 16 of the C-profile 8 extends transversely to the longitudinal spars 4 , 5 or the guardrail 6 ( FIG. 4). The ropes 7 are fastened to each web 16 by means of clamps 17 .

Figs. 2 and 5 show that in the upper half of each post 2 by means of screws 9, the deformation profile 3 is secured. The deformation profile 3 has, in the region of the upper end 10, a stiffening transverse web 11 lying in the central transverse plane MQ of the upper longitudinal spar 4 . From Fig. 3 it can be seen that each deformation profile 3 is hexagonal honeycomb in cross section.

The upper longitudinal beam 4 and the lower longitudinal beam 5 are fastened to the deformation profile 3 by means of screws 12, 13 . The guardrail 6 is attached by means of screws 14 to the front 15 of the lower longitudinal spar 5, which is located facing the roadway.

Figs. 5 to 7 illustrate the deformation process of the crash barrier arrangement 1 in the course of a starting process.

FIG. 5 shows a vertical cross section through the crash barrier arrangement 1 in the unloaded state (see also Fig. 2). The deformation profile 3 with the upper longitudinal beam 4 and the lower longitudinal beam 5 is fastened to the post 2 on the carriageway side. The upper longitudinal beam 4 and the lower longitudinal beam 5 are connected to the upper end 10 and the lower end 18 of the deformation profile 3 by means of screws 12, 13 and clamping plates 19, 20 . The guardrail 6 is fixed on the lower longitudinal beam 5 by means of screws 14 .

Furthermore, 5, three clamps are shown in Fig. 17 for the attachment of the cables 7 on the web 16 to detect the C-shaped profile 8.

In FIG. 6, the crash barrier arrangement 1 is shown in a first deformation phase. If a vehicle contacts the guardrail arrangement 1 , this vehicle will first touch the guardrail 6 . The lower end 18 of the deformation profile 3 is pressed in. Through the crosspiece 11 , the upper region 10 of the deformation profile 3 initially remains without deformation. The post 2 is also largely unloaded in this deformation phase.

Depending on the mass of the vehicle and the speed at which the vehicle crashed into the guardrail arrangement 1 and the approach angle, the vehicle is guided along the guardrail 6 and not returned to the road. This does not affect the posts 2 .

Fig. 7 shows the crash barrier arrangement 1 in a second deformation phase after a collision of a vehicle that was so strong that the deformation profile 3 has been fully compressed at the lower end 18. The guardrail 6 has been displaced together with the lower longitudinal beam 5 so far in the direction of the post 2 that the front 21 of the upper longitudinal beam 4 facing the carriageway and the front 22 of the crash barrier 6 lie almost in a vertical plane VE. In this way, the guardrail function is still preserved despite a heavy collision load. In this second deformation phase, the upper end 10 of the deformation profile 3 has also been deformed. The crosspiece 11 is bent upwards under the load. After the lower end 18 of the deformation profile 3 is fully compressed, the force is transferred to the post 2 . In the phase shown in FIG. 7, this inclined obliquely backwards by the angle δ. The tension band function of the guardrail arrangement 1 is actively supported by the wire cables 7 tensioned between the posts 2 .

List of reference symbols

1 - Guardrail arrangement
2 - post
3 - Deformation profile
4 - upper longitudinal spar
5 - lower longitudinal spar
6 - Guardrail
7 - rope
8 - C profile
9 - screws
10 - top end deformation profile
11 - crossbar
12 - screws
13 - screws
14 - screws
15 - lower longitudinal spar front
16 - webs
17 - clamps
18 - lower end deformation profile
19 - clamping plate
20 - clamping plate
21 - front of upper longitudinal spar
22 - Front guardrail
MQ - central transverse plane
VE - vertical plane
δ - angle

Claims (12)

1. Guardrail arrangement for carriageways, which posts anchored in the ground ( 2 ) and protruding from the posts ( 2 ) in the direction of the carriageway, attached to the posts ( 2 ) and formed from shock-absorbing deformation profiles ( 3 ) with a spacer associated with these carriageway ( 6 ), characterized in that each of the upper and lower longitudinal spars ( 4, 5 ) lying one above the other in the same vertical plane are fastened to the deformation profiles ( 3 ) on the carriageway side, and that the lower longitudinal spar ( 5 ) carries the guardrail ( 6 ) , so that the front ( 22 ) of the guardrail ( 6 ) protrudes over the front ( 21 ) of the upper longitudinal spar ( 4 ).
2. Guardrail arrangement according to claim 1, characterized in that the longitudinal spars ( 4, 5 ) are formed from hollow profiles.
3. guardrail arrangement according to claim 1 or 2, characterized in that a deformation profile ( 3 ) is provided on each post ( 2 ).
4. Guardrail arrangement according to one of the claims 1 to 3, characterized in that the deformation profiles ( 3 ) are detachably connected to the posts ( 2 ).
5. Guardrail arrangement according to one of claims 1 to 4, characterized in that the deformation profiles ( 3 ) are formed from round or polygonal, vertically placed hollow bodies.
6. Guardrail arrangement according to one of the claims 1 to 5, characterized in that the deformation profiles ( 3 ) extend over approximately half the height of the posts ( 2 ).
7. Guardrail arrangement according to claim 5 or 6, characterized in that stiffeners are provided in the deformation profiles ( 3 ) at the height of the upper longitudinal spar ( 4 ).
8. Guardrail arrangement according to claim 7, characterized in that the stiffeners of in the upper ends ( 10 ) of the deformation profiles ( 3 ) are non-releasably introduced transverse webs ( 11 ).
9. Guardrail arrangement according to one of the claims 1 to 8, characterized in that the upper longitudinal spar ( 4 ) and / or the lower longitudinal spar ( 5 ) is detachably connected to the deformation profiles ( 3 ).
10. Guardrail arrangement according to one of claims 1 to 9, characterized in that the guardrail ( 6 ) with the lower longitudinal spar ( 5 ) is detachably connected.
11. Guardrail arrangement according to one of claims 1 to 10, characterized in that the posts ( 2 ) consist of C-shaped profiles ( 8 ), the webs ( 16 ) of which are transverse to the longitudinal spars ( 4, 5 ) or the guardrail ( 6 ) extend.
12. Guardrail arrangement according to one of the claims 1 to 11, characterized in that the posts ( 2 ) are braced by at least one rope ( 7 ) extending parallel to the longitudinal spars ( 4, 5 ) or the guardrail ( 6 ).
DE19924224998 1992-07-29 1992-07-29 Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails Expired - Lifetime DE4224998C1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19924224998 DE4224998C1 (en) 1992-07-29 1992-07-29 Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19924224998 DE4224998C1 (en) 1992-07-29 1992-07-29 Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails
ES9301633A ES2068761B1 (en) 1992-07-29 1993-07-21 Provision of protection plates for roads.
CH225693A CH687087A5 (en) 1992-07-29 1993-07-26 Guard rail arrangement for roadways.
TR00683/93A TR27313A (en) 1992-07-29 1993-07-28 Motor vehicles are on the road Hatil protective order.
FR9309359A FR2694313B1 (en) 1992-07-29 1993-07-29 Slide protection device, fitted to roadways.

Publications (1)

Publication Number Publication Date
DE4224998C1 true DE4224998C1 (en) 1993-08-26

Family

ID=6464348

Family Applications (1)

Application Number Title Priority Date Filing Date
DE19924224998 Expired - Lifetime DE4224998C1 (en) 1992-07-29 1992-07-29 Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails

Country Status (5)

Country Link
CH (1) CH687087A5 (en)
DE (1) DE4224998C1 (en)
ES (1) ES2068761B1 (en)
FR (1) FR2694313B1 (en)
TR (1) TR27313A (en)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0698689A1 (en) * 1994-08-01 1996-02-28 Gilberto Cerrone Anti-crashing safety device, particularly for road guard-rails
DE19601377A1 (en) * 1996-01-16 1997-07-17 Studiengesellschaft Fuer Stahl Guardrail arrangement
EP0810325A2 (en) * 1996-05-30 1997-12-03 Autostrada del Brennero S.p.A. High-performance deformable steel guardrail
FR2785309A1 (en) * 1998-11-04 2000-05-05 Sec Envel Safety barrier for vehicle tracks, comprising two superimposed bars with differential driving resistors
EP1061179A1 (en) 1999-06-14 2000-12-20 SPIG SCHUTZPLANKEN-PRODUKTIONS-GESELLSCHAFT MBH & CO.KG Guard rail
WO2001059219A1 (en) * 2000-02-09 2001-08-16 Metalmeccanica Fracasso S.P.A. Road safety barrier
EP1136624A2 (en) * 2000-03-23 2001-09-26 Shorel Anstalt Element of road barrier with gradual resistance to impacts, assembled with threaded means
DE10236234A1 (en) * 2002-08-07 2004-03-04 Förster Montage GmbH Distance piece and support for crash barrier on side of roadway has flattened hollow profile on top, vertical web and two tubes side-by-side at bottom, and support web for barrier at one end
EP1640504A1 (en) 2004-09-27 2006-03-29 Volkmann & Rossbach GmbH & Co. KG Guardrail arrangement
EP1832681A1 (en) * 2006-03-09 2007-09-12 Tubosider S.p.A. Reinforced roadside barrier
DE102007024993A1 (en) * 2007-05-30 2008-12-11 Sps Schutzplanken Gmbh Vehicle restraint system on traffic routes
EP2136000A1 (en) 2008-06-16 2009-12-23 Anas S.p.A. Strain controlled universal spacer for guardrails
DE102014101444A1 (en) * 2014-02-05 2015-08-06 Sps Schutzplanken Gmbh Impact absorber system with a draw-in for absorbing tensile forces
CN106812086A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Road guard-rail
DE102016119838A1 (en) 2016-10-18 2018-04-19 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG Vehicle restraint system
EP1869256B1 (en) * 2005-04-12 2018-08-22 Varley and Gulliver Limited Multi-rail parapet

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES1057440Y (en) * 2004-04-30 2004-11-16 Evangelio Jose Maria Moragon Road protection barrier with hidden arises.
GB0601597D0 (en) * 2006-06-26 2006-06-26 Corus Uk Ltd Safety barrier
ES2374347B1 (en) * 2010-08-03 2012-12-19 José Vicente PORTALES REIG Guardarrail valley structure.
CN103628431B (en) * 2013-11-04 2016-05-25 江苏瞬通交通设施有限公司 combined road traffic guardrail

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SE454522B (en) * 1986-07-14 1988-05-09 Fmk Konsult Och Fastighets Ab Vegrecke with avberare of hollow profile with U-shaped protrusions
DE3742356C2 (en) * 1987-12-14 1992-09-10 Sps Schutzplanken Gmbh, 8750 Aschaffenburg, De
ES2038379T3 (en) * 1988-08-03 1993-07-16 Metalmeccanica Fracasso S.P.A. Road protection profile.
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DE3809896A1 (en) * 1988-03-24 1989-10-12 Spig Schutzplanken Prod Gmbh Protective-barrier arrangement for roadways

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0698689A1 (en) * 1994-08-01 1996-02-28 Gilberto Cerrone Anti-crashing safety device, particularly for road guard-rails
DE19601377A1 (en) * 1996-01-16 1997-07-17 Studiengesellschaft Fuer Stahl Guardrail arrangement
WO1997026411A1 (en) * 1996-01-16 1997-07-24 Studiengesellschaft Für Stahlschutzplanken E.V. Protective beam arrangement
EP0810325A2 (en) * 1996-05-30 1997-12-03 Autostrada del Brennero S.p.A. High-performance deformable steel guardrail
EP0810325A3 (en) * 1996-05-30 1999-07-14 Autostrada del Brennero S.p.A. High-performance deformable steel guardrail
FR2785309A1 (en) * 1998-11-04 2000-05-05 Sec Envel Safety barrier for vehicle tracks, comprising two superimposed bars with differential driving resistors
EP0999310A1 (en) * 1998-11-04 2000-05-10 Sec Envel S.à.r.l. Guardrails for roadways, comprising two superimposed rails with differential penetration resistance
EP1061179A1 (en) 1999-06-14 2000-12-20 SPIG SCHUTZPLANKEN-PRODUKTIONS-GESELLSCHAFT MBH & CO.KG Guard rail
WO2001059219A1 (en) * 2000-02-09 2001-08-16 Metalmeccanica Fracasso S.P.A. Road safety barrier
EP1136624A2 (en) * 2000-03-23 2001-09-26 Shorel Anstalt Element of road barrier with gradual resistance to impacts, assembled with threaded means
EP1136624A3 (en) * 2000-03-23 2002-11-13 Shorel Anstalt Element of road barrier with gradual resistance to impacts, assembled with threaded means
DE10236234A1 (en) * 2002-08-07 2004-03-04 Förster Montage GmbH Distance piece and support for crash barrier on side of roadway has flattened hollow profile on top, vertical web and two tubes side-by-side at bottom, and support web for barrier at one end
EP1640504A1 (en) 2004-09-27 2006-03-29 Volkmann & Rossbach GmbH & Co. KG Guardrail arrangement
EP1869256B1 (en) * 2005-04-12 2018-08-22 Varley and Gulliver Limited Multi-rail parapet
EP1832681A1 (en) * 2006-03-09 2007-09-12 Tubosider S.p.A. Reinforced roadside barrier
DE102007024993B4 (en) * 2007-05-30 2011-02-17 Sps Schutzplanken Gmbh Vehicle restraint system on traffic routes
DE102007024993A1 (en) * 2007-05-30 2008-12-11 Sps Schutzplanken Gmbh Vehicle restraint system on traffic routes
EP2136000A1 (en) 2008-06-16 2009-12-23 Anas S.p.A. Strain controlled universal spacer for guardrails
DE102014101444A1 (en) * 2014-02-05 2015-08-06 Sps Schutzplanken Gmbh Impact absorber system with a draw-in for absorbing tensile forces
DE102016119838A1 (en) 2016-10-18 2018-04-19 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG Vehicle restraint system
CN106812086A (en) * 2017-01-22 2017-06-09 合肥饰界金属制品有限公司 Road guard-rail

Also Published As

Publication number Publication date
TR27313A (en) 1995-01-10
ES2068761B1 (en) 1998-04-16
FR2694313B1 (en) 1995-02-17
FR2694313A1 (en) 1994-02-04
CH687087A5 (en) 1996-09-13
ES2068761R (en) 1997-09-01
ES2068761A2 (en) 1995-04-16

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Legal Events

Date Code Title Description
8100 Publication of the examined application without publication of unexamined application
D1 Grant (no unexamined application published) patent law 81
8363 Opposition against the patent
8368 Opposition refused due to inadmissibility
R071 Expiry of right
R071 Expiry of right