EP0297182A1 - Barrière de sécurité amortissante - Google Patents

Barrière de sécurité amortissante Download PDF

Info

Publication number
EP0297182A1
EP0297182A1 EP19870305841 EP87305841A EP0297182A1 EP 0297182 A1 EP0297182 A1 EP 0297182A1 EP 19870305841 EP19870305841 EP 19870305841 EP 87305841 A EP87305841 A EP 87305841A EP 0297182 A1 EP0297182 A1 EP 0297182A1
Authority
EP
European Patent Office
Prior art keywords
barrier
side wall
tire
vehicle
barriers
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.)
Granted
Application number
EP19870305841
Other languages
German (de)
English (en)
Other versions
EP0297182B1 (fr
Inventor
Marion L. Thompson
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.)
Energy Absorption Systems Inc
Original Assignee
Energy Absorption Systems Inc
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
Priority to US06/703,662 priority Critical patent/US4681302A/en
Application filed by Energy Absorption Systems Inc filed Critical Energy Absorption Systems Inc
Priority to EP87305841A priority patent/EP0297182B1/fr
Priority to AT87305841T priority patent/ATE81534T1/de
Priority to DE8787305841T priority patent/DE3782249T2/de
Publication of EP0297182A1 publication Critical patent/EP0297182A1/fr
Application granted granted Critical
Publication of EP0297182B1 publication Critical patent/EP0297182B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/141—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands for column or post protection
    • 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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/086—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using plastic, rubber or synthetic materials
    • 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
    • E01F8/00—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic
    • E01F8/0005—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement
    • E01F8/0035—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement with undulated surfaces

Definitions

  • the present invention relates to an energy ab­sorbing barrier, and more particularly to an energy ab­sorbing barrier adapted for dissipating kinetic energy upon impact by a moving vehicle.
  • Energy absorbing barriers are in common use for many vehicular traffic applications. Those of a semipermanent nature are heavy, difficult to install or are expensive to maintain. Barriers of this type include fixed guard rails, concrete median barriers, and special structures located in a protective array around highway signs, bridge abutments and the like. Lighter, more portable structures are less likely to absorb as much impact energy, but they are more easily installable for defining temporary traffic lanes, closing off highway construction sites, establishing pedestrian walkways, etc.
  • a typical highway barrier comprises elon­gated, blocks of concrete arranged end-to-end to intercept vehicles leaving a defined traffic lane. They physically redirect the path of the vehicle and can develop severe impact forces on the vehicle occu­pants. Further, the side walls of the barrier slope downwardly and outwardly to provide a relatively wide base to make the barrier difficult to overturn, but this also provides a climbing surface for the vehicle tires and a vehicle has a tendency to climb and vault the barrier and pass into oncoming traffic lanes or into other restricted areas.
  • the barrier side walls are made of a material having a relatively low coefficient of friction.
  • the walls are resiliently deformable for resumption of their normal shape after being struck and deformed by a moving vehicle, and are characterized by a pattern of deformation which tends to trap and slow vehicle tires.
  • the barrier container includes a fill opening which is normally closed by a bung or cap 24, as gener­ally indicated in FIG. 1. Ballast such as water 26 or other fluent material can be admitted through the fill opening to partially or completely fill the interior chamber 22, as will be seen. Suitable drain openings closed by threaded plugs 28 or the like are located at the bottom of the chamber 22 adjacent the base 12.
  • the base 12 is adapted to be placed upon any suitable supporting surface such as the ground or pave­ment. It can be fixed to the ground, as will be seen, or fixed to a structure embedded in pavement, such as to the cylindrical receptacle shown in dotted outline at 30 in FIG. 1.
  • the barrier 10 is widest at its base 12, and the side walls 20 slope upwardly and inwardly to form a generally horizontally oriented and narrow top 14.
  • the barrier 10 is preferably molded of a plas­tic material characterized by high strength, resil­ience, and resistance to permanent deformation, such as a cross-linked polyethylene material.
  • a plas­tic material characterized by high strength, resil­ience, and resistance to permanent deformation, such as a cross-linked polyethylene material.
  • a very impor­tant characteristic of this plastic material is its low coefficient of friction or slipperiness, as will be seen.
  • a suitable material for the barrier 10 is available under the trademark MARLEX CL-100 from Phillips Chemical Company of Bartlesville, Oklahoma. It provides high impact resistance at cold tempera­tures, excellent tensile strength, and resistance to weathering because of included antioxidants and ultra­violet stabilizers.
  • the material is characterized by a relatively low coefficient of friction and good flexure. Conse­quently, in wall thicknesses such as are preferably used in the barrier 10 and its variants, a tire will typically deform the barrier and slide along its length, developing a bulge or traveling wave of side wall material which tends to trap, capture and slow the vehicle tire. This phenomenon permits more grad­ual slowing of the vehicle, while the slippery quality of the barrier side wall tends to prevent the tire from climbing out of its captured state. As will be seen, various barrier side wall configurations are hereinafter set forth to best capitalize on this characteristic.
  • a barrier made of such material is relatively light in weight, an empty or unfilled barrier 10 ap­proximately 33 inches high, 60 inches long, and mea­suring 24 inches at the base, weighing approximately 100 pounds. Two men can easily lift such a barrier and arrange a number of the barriers in end-to-end re­lation to form pedestrian lanes at movies, amusement parks, or wherever people must line up for some pur­pose.
  • a barrier of the above dimensions completely filled with water weighs approximately 1250 pounds. This weight, plus the truncated configuration of cer­tain embodiments of the barrier, makes it very diffi­cult to overturn.
  • the energy absorption properties of the bar­rier 10 is adjustable varying the materials of which it is made, or by varying its configuration or dimen­sions, including its wall thicknesses. Such proper­ties are also affected by the type of fluid filling material, and the degree of filling, that is, the pro­portion of liquid to air.
  • a barrier partially filled with water includes a relatively large air space with­in which the water may flow on impact, and the air acts in the manner of a gas accumulator.
  • a completely filled barrier is relatively incompressible except through liquid escape through the fill opening, and deformation of the barrier structure.
  • the relative resilience of the FIG. 10 bar­rier is important. It must retain its shape when fill­ed, it must be resilient enough to resume its shape after it has been deformed by a moving vehicle or the like, and it should be resilient enough to form a deformation bulge ahead of an impacting vehicle tire to slow its progress and prevent it from climbing the barrier.
  • the longi­tudinally extending channels 34 extend are vertically spaced apart to reduce the area of potential contact between the side walls 20 and the tire of the vehicle. For example, assuming a typical 30 inch diameter ve­hicle tire, and the 33 inch high barrier 10 above described, a tire will hit a rib 35 defined between the pair of uppermost channels 34. This rib 35 has a small surface area compared to the tire tread area presented by the sloping flat side walls of prior art concrete barriers. In the barrier 10 the area of tire traction is only that presented by the ribs remaining after formation of the recessed channels 34. As a consequence, it is much less likely that a tire will climb up a side wall 20 and vault the vehicle over the barrier.
  • the deformability and low coefficient of fric­tion of the material of the barrier 10 are surprising strictlyly effective in resisting the tendency of a vehicle tire 66 to climb and vault the barrier 10. More speciouslyfically, as seen in FIGS. 50 and 51, the lateral compo­nent of movement of the vehicle tire 66 is shown by the arrow 68. The lower inward periphery of the tire 66 is seen to initially engage the lowermost rib 35, thereafter climbing upwardly from the full line posi­tion to the phantom line position.
  • barrier 10 which further acts to slow the travel of a vehicle tire 66 and prevent it from vaulting the barrier 10. This characteristic is present regardless of the configuration of the barrier side wall.
  • the modified configuration of FIG. 42 also in­cludes, as shown in phantom outline at 76, a concave molded-in configuration which tends to provide a straight wall when the barrier is filled. Water or other filling material tends to bulge or outwardly deform the barrier side walls. By starting with a molded-in concave shape, outward bulging of the sides of the filled barrier is avoided.
  • each cable 65 is tensioned to resist outward bulging, it can move inwardly or outwardly on deformation of the barrier 10 by an impacting vehicle.
  • FIG. 38 is yet another embodiment to elimi­nate side wall bulging.
  • a modified barrier 80 in­cludes an integral, molded-in, transversely disposed wall or web 78a which extends between the opposite barrier side walls.
  • the web 78a may be made continu­ous along the length of the barrier 80 or it can be molded in discontinuous sections at longitudinally spaced intervals. It is preferably flexible or resil­ient so that it can collapse upon vehicle impact against the barrier.
  • one suitable arrangement comprises the hinge pin assembly seen in FIG. 1.
  • the end wall 16 includes three vertically aligned, inte­grally molded knuckles or protuberances 36 separated by intervening recesses 38.
  • the opposite end wall 18, as best seen in FIGS. 2 and 4, includes two protuber­ances 36 and three recesses 38, the two protuberances being adapted to fit within the pair of recesses 38 of the end wall 16 of an adjacent barrier 10.
  • a section of aluminum tubing or the like is integrally molded or press fitted within a suitable vertical opening in each of the protuberances 36 to form pin bushings 40.
  • the bushings 40 are vertically aligned to receive a pipe or connecting pin 42.
  • each pin 42 can be made long enough to extend down into a receptacle 30 which is located in the underlying pavement or ground, or it can be driven into the ground or other supporting surface.
  • Flag poles 44 can be inserted into the upper open ends of each pin 42, as seen in FIG. 1, to better identify the location of a race course, for example.
  • longer pins 42a as seen in FIGS. 11 and 12, can be employed, the portions projecting above the barrier tops 14 providing supports for shielding or protective fencing 82 to provide a visual barrier, to isolate people from a restricted area, to offer pro­tection against vehicle parts or debris flying across the tops of the barriers 10, or to add additional protection against vaulting or ramping of vehicles over the barriers.
  • longitudinally disposed cables 84 can be employed to further protect against vaulting or ramping ve­hicles, the cables 84 being strung between and connect­ed to the upwardly projecting portions of the rods or pins 42a, as seen in FIG. 12.
  • FIGS. 11, 12, 14 and 15 illustrate other op­tional features which can employed with the barriers 10.
  • a plurality of elongated bars or straps 86 overlie respective barriers 10, the bars 86 being long enough so that their ends overlap.
  • the bar ends are provided with apertures for receiving the pins 42a to integrally fix the bars 86 in position on top of the barrier tops 14.
  • the bars 86 bear a por­tion of the impact forces developed upon the hinge knuckles or protuberances 36 by the pins 42a upon vehicle impact.
  • the bars 86 substantially prevent any structural failure of the protuberances 36 which might otherwise occur when the pins 42a act upon the protuberances 36.
  • the straps 86 can be made in channel form 86a, as illustrated in FIG. 15, the channel shape pro­viding even more resistance to longitudinal bending.
  • FIGS. 11 and 12 also illustrate a modified form of filler cap 24c, as best seen in FIG. 17.
  • the cap 24c is characterized by an upwardly open cylindri­cal body 88 which is threadably associated at its upper extremity with the barrier top 14.
  • the hollow interior of the body 88 includes a normally open vent plug 90 in its base.
  • a flexible container or bag 92 is carried or housed within the body 88 and is fluid coupled to the vent plug 90. With this arrangement, water expulsion from the barrier 10 upon vehicle im­pact will pass through the plug 90, fill the bag 92 and thrust it upwardly and outwardly of the barrier top by popping off a disk 94 which normally overlies and closes the hollow interior of the body 88.
  • the bag 92 is preferably made of resilient material so that it will force the expelled fluid back into the barrier 10 subsequent to vehicle impact.
  • FIG. 16 illustrates another feature of the barrier 10 of FIGS. 11 and 12. More particularly, the drain 28 is characterized by a threaded shank 96 pro­vided with a blind bore 98. If after long service the drain 28 cannot be removed, the bore 98 can be thread­ed to receive a replacement plug.
  • End connected barriers 10 are preferably relatively movable to a certain extent to conform to uneven terrain.
  • a predetermined, relatively generous clearance is provided between the adjacent horizontal surfaces of the interconnected protuberances 36, between the protuberances 36 and the adjacent vertical walls of the recesses 38, between the surfaces of the adjacent end walls 16 and 18 of the end coupled barriers 10, and also between the pin 42 and the bushings 40.
  • Such clearances enable the barriers to be arranged slightly out of longitudinal alignment to define a gradual curve of relatively great radius, or to fit closer together at their bottoms than at their tops for gentle terrain rises, or to be vertically offset to also accommodate terrain unevenness.
  • the specially configured coupler 48 of FIG. 5 can be used.
  • the coupler 48 is preferably an empty, easily movable hollow body molded of the same material as the barrier 10, although it could also be made for filling, as will be apparent. Its end faces or walls correspond to the barrier end walls and are characterized by a complemental configuration and arrangement of protuberances and recesses. Lower case letters are employed in FIG. 8 to show this cor­respondence.
  • the coupler 48 can be made with its end faces or walls 16a and 18a defining any desired included angle.
  • the end faces are arranged at an angle of approximately 30 degrees, the single coupler 48 being connected between the ends of adjacent bar­riers 10 by a connecting pin 42.
  • the resultant curve has a radius of approximately 52 feet.
  • FIG. 7 illustrates an arrangement of connect­ed barriers and couplers 52 in which the coupler end faces define an included angle of approximately 90 degrees, a pair of couplers 52 being used between the ends of each pair of adjacent barriers.
  • the barriers 10 are placed with the side margins of their bases 12 closely adjacent.
  • the re­sulting barrier stack provides a concentrated mass able to absorb very high impact forces and prevent even large vehicles from passing through the barrier stack.
  • the construction of the barrier 10 suits it for highway use, but it also is suited for use in de­fining a vehicle race course.
  • the barriers 10 are relatively inexpensive, easily transportable in their unfilled state, quickly connectable in a variety of arrange­ments, as above described, and fillable with water to various degrees. Disassembly and movement of the bar­riers to other sites is easy, the drain fittings 28 being opened to empty the barriers prior to their removal.
  • FIG. 18 illustrates yet another embodiment 100, the barrier 100 being identical in substantially every respect to the barrier 10 of FIG. 1, except that the end wall 16a is modified to provide improved resis­tance to bending under vehicle impact and thereby re­duce consequent loading of the knuckles or protuber­ances 36 by the pin 42 (not shown in FIG. 18).
  • Such improved resistance to bending is provided by integral­ly molding on opposite sides of each protuberance 36 a rectangularly shaped recess or box section 102 whose walls resist such bending.
  • the number of protuberances is increased to four in the barrier 100 to better dis­tribute the forces imparted to the end wall 16a by the action of the pin 42 (not shown) against the protuber­ances 36.
  • FIG. 18 also illustrates use of a thin side sheet of shield 101 of metal or tear resistant rubber or the like to protect the barrier side wall 20 from gouging and tearing by the action of an impacting ve­hicle.
  • the shield 101 is configured to complementally fit the configuration of the barrier side wall 20.
  • the side shield 101 is supported in position by any suitable means, such as by a plurality of self-tapping screws 104 disposed through an elongated bar 106 over­lying the upper, inwardly formed margin of the shield 101.
  • the screws 104 self-tap into the barrier 100.
  • FIG. 19 illustrates another form of side shield 101a similar to the shield 101, except that the shield 101a is an integral or one piece shield to overlie the barrier top 14 and both side walls 20.
  • an end coupler 108 is illustrated which is similar in function to the couplers 52 illustrated in FIG. 7.
  • the coupler 108 includes at its opposite margins complemental protuber­ances and recesses for mating with the protuberances and recesses in the end wall 16a of side abutting bar­riers 100.
  • a similar end coupler 108 is located at the opposite ends of the barriers 100 so that the end couplers 108 connect together the adjacent barriers 100 as an integral unit to resist impact forces beyond the capability of a single barrier 100.
  • FIG. 22 illustrates a schematic coupling of three barriers 100, it being apparent that as many bar­riers 100 can be coupled together as needed for the particular application.
  • FIGS. 23 and 24 illustrate another form of end coupler 110.
  • a pair of such couplers 110 are shown mounted to the ends of a pair of laterally spaced apart barriers 100.
  • the couplers 110 are se­cured in position by the pins 42 which pass through the protuberances 36 (not shown), the pins 42 also passing through suitable openings in the couplers 110.
  • each coupler 110 includes three transverse openings which receive a corresponding plurality of transverse tubes 112.
  • the tubes 112 of each coupler 110 are transversely aligned, and three compression springs 114 are disposed between the con­fronting tubes 112 at each end of the pair of coup­lers.
  • Three rods (not shown) are disposed through the tubes 112 and the springs 114 at each end.
  • FIG. 25 illustrates another form of fitting or T-coupler 116 adapted to be connected to three barriers 100 by three pins 42 so that one transverse barrier 100 can be joined at right angles to a string of longitudinally arranged barriers 100.
  • Such an ar­rangement could be used to more strongly constrain the transverse barrier 100 against movement upon vehicle impact, or it could be used to define right angular paths for pedestrian traffic.
  • the barrier of the present invention is adaptivelyed to incorporate various improvements and modifica­tions for a variety of special applications.
  • a pair of barriers 100 connected in end-to-end re­lationship by pins 42 are provided with a hemispher­ical end cap 118 connected by a pin 42 to the end one of the barriers 100.
  • the end cap is adapted to de­flect a vehicle impacting against the end of the string of barriers 100 and absorb a portion of the impact forces.
  • the V-shape barrier assembly When a vehicle impacts against the end cap 120, the V-shape barrier assembly will be driven toward the object 122, extending the springs 124. Thus, impact energy is absorbed by the resistance of the barriers 100 to sliding movement over the pavement, as well as by energy absorption upon elongation of the springs 124.
  • FIGS. 28 through 30 show different end connec­tors 48a, 48b and 48c. They are similar to the end connectors of FIG. 5, except that the protuberances 36 are oriented so that they will dispose the barrier to which they are connected at an angle of approximately two and a half degrees to the supporting surface for the barrier.
  • the protuberances 36b are similarly ar­ranged, but at a greater angle, such as approximately five degrees. Differences in terrain elevation are thereby accommodated.
  • the protuberances 36c of FIG. 30 are substantially the same on both sides, rather than complemental, as was the case in FIGS. 28 and 29. With the arrangement of FIG. 30, the direction of orientation or curvature of the assembled barriers can be reversed, compared to the direction shown in FIG. 5, so as to form an "S" configuration.
  • FIG. 31 is illustrative of the means by which a barrier 100 can be end connected to a typical con­crete median barrier 128.
  • An attachment connector 130 having a configur­ation approximating that of the configuration of the concrete barrier 128 includes a back wall which incor­porates a plurality of hinge knuckles 132 adapted to receive a pin 42, which also passes through a suitable opening in the top of the connector 130.
  • the barrier 100 and the end connector 130 are than longitudinally moved until the connector 130 over­lies the end of the concrete barrier 128. In this position suitable openings 134 in the connector are aligned with lead anchors 136 located in suitable openings provided in the concrete barrier 128. Fasten­ers (not shown) can then be used to secure the barrier 100 in position adjacent the concrete barrier 128.
  • FIGS. 32 and 33 illustrate a half barrier 138 having the channels 34 and ribs 35 of the barrier 10 of FIG. 1, but only constituting a fillable outer shell for a concrete barrier 128.
  • the half barrier 138 includes upper and lower flanges 140 and 142 adapt­ed to be connected to the top and base of the concrete barrier 128 by suitable fasteners disposed into lead anchors 136.
  • FIGS. 34 and 36 are illustrative of the use of two half barriers 138, one located on either side of the concrete median 128.
  • the base of the half barrier 138a can conveniently be supported by a pedestal 152 underlying the half bar­rier 138a and resting upon the highway pavement 154.
  • FIGS. 35 and 37 illustrate a similar arrange­ment, this time the two half barriers 138 of FIGS. 34 and 36 being replaced by a unitary shell barrier 156 of inverted U-shape which is fluid fillable and which rests of its own weight upon the top and sides of a concrete barrier 128, shown in phantom outline, with­out any necessity for fasteners.
  • the shell barrier 156 is also adapted to overlie a typical elongated guard rail 158 supported upon a series of posts 160, as shown in phantom outline.
  • the pavement would be located as shown at 154a in phantom outline, and the shell barrier 156 would rest of its own weight upon the pavement 154a.
  • the barrier 156 is uniquely adapted for use with either the conventional concrete barrier 128 or the conventional, widely used guard rail 158.
  • FIGS. 39 and 40 show a variation on the ar­rangement of FIGS. 23 and 24.
  • the end couplers 110a not only in­clude hinge protuberances and recesses on one side, as in the case of the end couplers 110, but include them on both sides so that the pins 42 can be used to end connect adjacent barriers 100.
  • the transverse rods in the arrangement of FIGS. 23 and 24, seen in FIGS. 39 and 40 as rods 160 extend through the springs 114 as before, but the tubes 112 are eliminated and circular recesses or seats 162 are provided in the sides of the end coup­lers 110a to seat the adjacent ends of the springs 114.
  • FIG. 41 illustrates a modified form of bar­rier 100a which is substantially identical to the barrier 100 except for the inclusion in the barrier 100a of an integral, vertically oriented and longitu­dinally extending central core 164.
  • the core 164 is upwardly open so that it can be filled with concrete or the like, if it is desired to add more mass, or it can be filled with earth for plantings to suit the barrier to decorative applications.
  • FIG. 43 is a variation on the embodiment of FIG. 27, and is characterized by an end cap 120 attach­ed to the adjacent ends of strings of end connected barriers 100 arranged in divergent, V-shaped configura­tion, the adjacent ends of each string of barriers 100 being connected together by a coupler 116 like that il­lustrated in FIG. 25.
  • a specially sized and configur­ed barrier 166 is pin connected to the confronting T-shape couplers 116.
  • FIG. 45 illustrates a protective bar 169 which could be used as a sign support or in place of the protective side shield 102 of FIG. 18, the bar 169 including lateral arms which can be pin connected to the adjacent barrier 100 by the usual pins 42 (not shown).
  • FIG. 46 shows a form of dolly 170 which can be used to underlie a barrier 100.
  • the barrier is supported upon the cross members 172 of the dolly for rolling back and forth upon the dolly wheels 174.
  • this arrangement can be used to pro­vide a form of movable gate, the movable barrier 100 being moved between open and closed positions to open or close off a protected area.
  • FIG. 49 illustrates how a plurality of exten­sion barriers 176 can be end connected and stacked on top of the basic barriers 100 to provide a relatively high composite barrier especially suited to intercept flying debris or like objects, or to block unwanted viewers or traffic sounds or the like.
  • the extension barriers 176 are essentially identical in every re­spect to the previously described barriers 100, ex­cept for their generally vertically oriented side configuration. They may or may not be filled with fluid, as desired.
  • FIG. 48 illustrates an enlarged half barrier 178 similar to the enlarged half barrier 138 of FIG. 34. It is mounted to a concrete barrier 128 by fas­teners 180 and 182 passing into lead anchors 136 in the barrier 128.
  • the lower portion of the half bar­rier 178 includes an integral, molded-in passage 184 to permit installation of the fastener 182.
  • the por­tion of the barrier 178 adjacent the outer end of the passage 184 slopes downwardly and inwardly to form a support portion 186 which rests against the base of the barrier 128 to transmit the weight of the filled half barrier 178, thus eliminating any need for the pedestal 152 of the embodiment of FIG. 34.
  • a barrier 188 is provided which more closely spaced channels 34a and protuberances 35a, with the plane within which the outer faces of the ribs 35a lies being generally inwardly and upwardly directed, and intercepting a laterally projecting, overhanging capture portion 190.
  • the portion 190 overlies all of the subjacent ribs 35a and forms an overhang which aids in preventing vaulting or leaping of the barrier 188 by a vehicle tire.
  • the capture portion 190 is similar to the upwardly located rib 35 illustrated in FIG. 52 for constraining upward movement of the ve­hicle tire 66.
  • FIG. 57 illustrates a barrier 188 provided with a protective strip 192 of metal, rubber or fiber­glass to protect the plastic material of the barrier 188 from tearing, gouging or similar damage by an impacting vehicle.
  • the connecting portion 194 extending between the mouth of the upper recess 34a and the capture por­tion 190 of the barrier 188 is generally curvilinear.
  • the barrier of FIG. 58 includes a connect­ing portion characterized by a generally inwardly dir­ected face 196 merging with a generally downwardly dir­ected face 198, which merges with a generally inwardly directed face 200, thereby forming longitudinally ex­tending bends or seams 202 and 204.
  • the configuration of the barrier 210 is de­signed such that when the barrier 210 is struck at approximately a 90 degree angle by the usual passenger vehicle, the bumper goes over the lowermost portion 212 and impacts and compresses the lowermost, shortest rib 35b.
  • the vehicle hood will go over the lowermost rib 35b, will impact against and compress the next highest rib 35b, and will slide under the topmost rib 35b.
  • the topmost rib 35b thus acts like an overhang to trap the hood and thereby prevent the vehicle from vaulting or leaping the barrier 210.
  • the barrier 210 is prevented from tipping over away from the vehicle by reason of the "hooking" engagement of the portion 212 with the bottom of the vehicle bumper.
  • FIG. 10 illustrates yet another barrier modification, in this case a form of filler cap 24b associated with a pressure line 58 extending from the interior chamber of the barrier 10 to a pressurized gas bottle 60.
  • the cap 24b is also associated with a conduit 62 which extends to the bottom of the interior chamber of the barrier 10, and terminates in a usual fire hose 64.
  • the gas bottle 60 can be actuated to pressurize the bar­rier interior and force water out of the fire hose 64.
  • the contained material can be any fluid for the type of fire or other emergency anticipated. More­over, the fire hose 64 could also be used as a fogging device to provide a protective water spray around the driver of a crashed vehicle.
  • the present barrier 10 is characterized by great versatility and, most importantly, constitutes a por­table, low cost, easily transportable and effective barrier for dissipating the kinetic energy developed upon impact by a moving vehicle.
  • Its unique side wall configuration is effective to reduce the tendency of a vehicle tire to climb up the side wall and vault the vehicle over the barrier.
  • the side walls of these barriers When the side walls of these barriers are struck at a shallow angle, they tend to resiliently yield and hold the vehicle against the wall while speed is lost by "scrubbing" of the tire against the wall, rather than the vehicle rico­cheting off and into adjacent traffic or into restrict­ed areas.
  • the barrier of the present invention in all of its embodiments, is best utilized when the prin­ciple of progressive absorption of impact energy is observed. If several of the barriers are arranged, end-to-end, or stacked side-by-side, or spaced apart in side-by-side relation, the first of the barriers struck by the impacting vehicle should be made capable of deforming or yieldably sliding relatively easily. As previously explained, this can be done by only partially filling it with liquid or other fluent material, or it could be done by not projecting the pins 42 into the pavement or other supporting surface.
  • the barrier or barriers next encountered by the vehicle preferably are filled with liquid to a greater extent, and perhaps the pins 42 projected into the pavement or into receptacles in the pavement.
  • the pins could be made of a cross-sectional thickness and of a material adapted to shear relatively easily.
  • the next barrier or barriers along the vehicle path would be even more completely filled, and perhaps employ pins 42 having an even greater resistance to shearing. In this way the passengers in vehicles striking the barrier arrangement would not be subjected to high deceleration forces. The gradual deceleration pro­vided by the barrier arrays brings such forces into a manageable range so that vehicle occupants can survive impacts at relatively high vehicle speeds.
  • An important element in such progressive ve­hicle decelerations is the yieldability of the barrier structure, and the progressive scrubbing and slowing of the vehicle tire or tires as they push against upper overhanging portions and forwardly located por­tions dynamically formed in the flexible barrier side walls by the impacting vehicle as it moves along the barrier.
  • the deformed portions present an obstacle constraining the vehicle against vaulting the barrier, and the low coefficient of friction of the barrier material, as well as the presence of traction spoiler channels, reduces the ability of the vehicle tire to develop traction and climb the barrier.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Vibration Dampers (AREA)
  • Artificial Filaments (AREA)
EP87305841A 1983-12-02 1987-07-01 Barrière de sécurité amortissante Expired - Lifetime EP0297182B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US06/703,662 US4681302A (en) 1983-12-02 1985-02-21 Energy absorbing barrier
EP87305841A EP0297182B1 (fr) 1987-07-01 1987-07-01 Barrière de sécurité amortissante
AT87305841T ATE81534T1 (de) 1987-07-01 1987-07-01 Energieaufzehrende leitschranke.
DE8787305841T DE3782249T2 (de) 1987-07-01 1987-07-01 Energieaufzehrende leitschranke.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP87305841A EP0297182B1 (fr) 1987-07-01 1987-07-01 Barrière de sécurité amortissante

Publications (2)

Publication Number Publication Date
EP0297182A1 true EP0297182A1 (fr) 1989-01-04
EP0297182B1 EP0297182B1 (fr) 1992-10-14

Family

ID=8197956

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87305841A Expired - Lifetime EP0297182B1 (fr) 1983-12-02 1987-07-01 Barrière de sécurité amortissante

Country Status (3)

Country Link
EP (1) EP0297182B1 (fr)
AT (1) ATE81534T1 (fr)
DE (1) DE3782249T2 (fr)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0442249A1 (fr) * 1990-02-16 1991-08-21 Sinterplast S.R.L. Dispositif d'absorption d'impacts pour garde-rails
EP0459932A1 (fr) * 1990-05-29 1991-12-04 Angel Garcia Ballesteros Dispositif de sécurité pour routes
ES2063641A2 (es) * 1992-04-30 1995-01-01 Innovacions Tecnologiques S A Modulo reversible polivalente para la construccion.
EP0639674A1 (fr) * 1993-08-18 1995-02-22 Guenter Adolf Baatz Bloc de balisage en caoutchouc
FR2714406A1 (fr) * 1993-12-28 1995-06-30 Sabla Sa Elément-poutre préfabriqué pour la formation d'une barrière de sécurité pour voie de circulation routière et barrière obtenue.
FR2719063A1 (fr) * 1994-04-20 1995-10-27 Tss Elément séparateur de voies.
FR2759716A1 (fr) * 1997-02-20 1998-08-21 Colas Sa Barriere et element absorbant pour une barriere
EP1157167A1 (fr) * 1998-11-11 2001-11-28 Barron & Rawson PTY Limited Ameliorations de barrieres routieres
WO2010018257A1 (fr) * 2008-07-31 2010-02-18 Gonzalez Pinera Antonio Dispositif de protection pour glissières de sécurité
ES2345968A1 (es) * 2008-03-03 2010-10-06 Paulino Barriga Pantaleon Vallas protectoras para viales de trafico.
US20150259866A1 (en) * 2014-03-14 2015-09-17 Mccue Corporation Protective barrier
US11187005B2 (en) * 2017-03-29 2021-11-30 Mccue Corporation Protective barrier

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10019177A1 (de) * 2000-04-17 2001-10-25 Cabka Plast Kunststoffverarbei Mobilzaunfuß

Citations (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE874605C (de) * 1951-02-14 1953-04-23 Walter Dipl-Ing Voelker Leitplanke fuer Autobahnen
US3066896A (en) * 1959-04-27 1962-12-04 Air Logistics Corp Method and means for decelerating aircraft on runways
US3308724A (en) * 1963-10-08 1967-03-14 Smith Henry Such Roadway guard rail barrier
CH449689A (de) * 1967-05-19 1968-01-15 Alusuisse Strassenleitplanke aus Verbundwerkstoff
FR1527375A (fr) * 1967-06-14 1968-05-31 Perfectionnements apportés aux installations et dispositifs de protection latéraledes routes, à l'aide de barrières hydrauliques
FR1567601A (fr) * 1967-06-01 1969-05-16
GB1209646A (en) * 1967-11-15 1970-10-21 Sugiaki Kusatake A roadway boundary block
US3591144A (en) * 1969-02-10 1971-07-06 Stig Bertil Iving Shock-absorbing coverings
US3807699A (en) * 1973-01-19 1974-04-30 W France Safety guard rail for highway medians
DE7420685U (de) * 1974-06-18 1974-10-31 Schoemburg H Aufpralldämpfer für Motorradrennstrecken
GB1434925A (en) * 1972-04-25 1976-05-12 Highway Components Ltd Guidance system
US4071224A (en) * 1976-06-21 1978-01-31 Herbert Allan Gilbert Traffic safety control module system
US4138095A (en) * 1977-07-27 1979-02-06 Humphrey Donald F Roadway barrier
EP0014172A1 (fr) * 1979-01-23 1980-08-06 Arbed S.A. Paroi protectrice servant de dispositif de guidage pour la circulation routière et d'écran anti-bruit pour les riverains
US4268186A (en) * 1978-10-20 1981-05-19 Bridgestone Tire Company Limited Road guard belt
EP0125817A1 (fr) * 1983-04-18 1984-11-21 Quick-Steel Engineering Pty Limited Délimitation déplaçable pour voie de circulation
DE3602678A1 (de) * 1985-03-08 1986-09-11 Favre & Cie AG, Wallisellen Laermschutzwand
CA1214347A (fr) * 1983-12-02 1986-11-25 Marion L. Thompson Barricade a absorption d'energie
FR2585047A1 (fr) * 1985-07-22 1987-01-23 Tech Special Securite Dispositif de securite pour routes, autoroutes et voies urbaines, pour separer deux files de circulation
US4681302A (en) * 1983-12-02 1987-07-21 Thompson Marion L Energy absorbing barrier

Patent Citations (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE874605C (de) * 1951-02-14 1953-04-23 Walter Dipl-Ing Voelker Leitplanke fuer Autobahnen
US3066896A (en) * 1959-04-27 1962-12-04 Air Logistics Corp Method and means for decelerating aircraft on runways
US3308724A (en) * 1963-10-08 1967-03-14 Smith Henry Such Roadway guard rail barrier
CH449689A (de) * 1967-05-19 1968-01-15 Alusuisse Strassenleitplanke aus Verbundwerkstoff
FR1567601A (fr) * 1967-06-01 1969-05-16
FR1527375A (fr) * 1967-06-14 1968-05-31 Perfectionnements apportés aux installations et dispositifs de protection latéraledes routes, à l'aide de barrières hydrauliques
GB1209646A (en) * 1967-11-15 1970-10-21 Sugiaki Kusatake A roadway boundary block
US3591144A (en) * 1969-02-10 1971-07-06 Stig Bertil Iving Shock-absorbing coverings
GB1434925A (en) * 1972-04-25 1976-05-12 Highway Components Ltd Guidance system
US3807699A (en) * 1973-01-19 1974-04-30 W France Safety guard rail for highway medians
DE7420685U (de) * 1974-06-18 1974-10-31 Schoemburg H Aufpralldämpfer für Motorradrennstrecken
US4071224A (en) * 1976-06-21 1978-01-31 Herbert Allan Gilbert Traffic safety control module system
US4138095A (en) * 1977-07-27 1979-02-06 Humphrey Donald F Roadway barrier
US4268186A (en) * 1978-10-20 1981-05-19 Bridgestone Tire Company Limited Road guard belt
EP0014172A1 (fr) * 1979-01-23 1980-08-06 Arbed S.A. Paroi protectrice servant de dispositif de guidage pour la circulation routière et d'écran anti-bruit pour les riverains
EP0125817A1 (fr) * 1983-04-18 1984-11-21 Quick-Steel Engineering Pty Limited Délimitation déplaçable pour voie de circulation
CA1214347A (fr) * 1983-12-02 1986-11-25 Marion L. Thompson Barricade a absorption d'energie
US4681302A (en) * 1983-12-02 1987-07-21 Thompson Marion L Energy absorbing barrier
DE3602678A1 (de) * 1985-03-08 1986-09-11 Favre & Cie AG, Wallisellen Laermschutzwand
FR2585047A1 (fr) * 1985-07-22 1987-01-23 Tech Special Securite Dispositif de securite pour routes, autoroutes et voies urbaines, pour separer deux files de circulation

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
ROADS AND ROAD CONSTRUCTION, vol. 48, no. 574, October 1970, pages 312-320; "London's new Westway" *
STRASSEN- UND TIEFBAU, vol. 40, no. 12, 1986, page 30, Giesel-Verlag f. Publizität, Isernhagen, DE; "Kunststoffplanken für die Sicherheit am Strassenrand" *

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0442249A1 (fr) * 1990-02-16 1991-08-21 Sinterplast S.R.L. Dispositif d'absorption d'impacts pour garde-rails
EP0459932A1 (fr) * 1990-05-29 1991-12-04 Angel Garcia Ballesteros Dispositif de sécurité pour routes
ES2063641A2 (es) * 1992-04-30 1995-01-01 Innovacions Tecnologiques S A Modulo reversible polivalente para la construccion.
EP0639674A1 (fr) * 1993-08-18 1995-02-22 Guenter Adolf Baatz Bloc de balisage en caoutchouc
FR2714406A1 (fr) * 1993-12-28 1995-06-30 Sabla Sa Elément-poutre préfabriqué pour la formation d'une barrière de sécurité pour voie de circulation routière et barrière obtenue.
FR2719063A1 (fr) * 1994-04-20 1995-10-27 Tss Elément séparateur de voies.
FR2759716A1 (fr) * 1997-02-20 1998-08-21 Colas Sa Barriere et element absorbant pour une barriere
EP1157167A1 (fr) * 1998-11-11 2001-11-28 Barron & Rawson PTY Limited Ameliorations de barrieres routieres
EP1157167A4 (fr) * 1998-11-11 2003-08-20 Barron & Rawson Pty Ltd Ameliorations de barrieres routieres
ES2345968A1 (es) * 2008-03-03 2010-10-06 Paulino Barriga Pantaleon Vallas protectoras para viales de trafico.
WO2010018257A1 (fr) * 2008-07-31 2010-02-18 Gonzalez Pinera Antonio Dispositif de protection pour glissières de sécurité
US20150259866A1 (en) * 2014-03-14 2015-09-17 Mccue Corporation Protective barrier
US10060154B2 (en) * 2014-03-14 2018-08-28 Mccue Corporation Protective barrier
US11187005B2 (en) * 2017-03-29 2021-11-30 Mccue Corporation Protective barrier

Also Published As

Publication number Publication date
DE3782249T2 (de) 1993-03-11
ATE81534T1 (de) 1992-10-15
EP0297182B1 (fr) 1992-10-14
DE3782249D1 (de) 1992-11-19

Similar Documents

Publication Publication Date Title
US4681302A (en) Energy absorbing barrier
US5882140A (en) Barrier device
EP0297182A1 (fr) Barrière de sécurité amortissante
US7547157B2 (en) Barrier device with foam interior
AU647189B2 (en) Stand alone highway barrier
US6951434B2 (en) Traffic control device
AU2002211356B2 (en) Non-redirective gating crash cushion apparatus for movable, permanent and portable roadway barriers
EP1456478B1 (fr) Element barriere avec structure de renfort externe
US4423854A (en) Roadway barrier
US5199814A (en) Impact recovery delineation system
US4815565A (en) Low maintenance crash cushion end treatment
US6533250B2 (en) Energy dissipating system for a concrete roadway barrier
US7600942B2 (en) Barrier device with adjustable external reinforcement structure
AU2002211356A1 (en) Non-redirective gating crash cushion apparatus for movable, permanent and portable roadway barriers
US3876185A (en) Vehicle energy absorbing device
WO2005001206A1 (fr) Amortisseurs d'impact a largeur variable et butees d'extremite
CA1288985C (fr) Barriere amortisseuse
CA1214347A (fr) Barricade a absorption d'energie
AU2016201360B2 (en) A barrier element and a barrier assembly
KR200252807Y1 (ko) 도로곡선부 추락방지용 가드레일
EP2844800A1 (fr) Séparateur de files
KR200160340Y1 (ko) 반대차선 침입 방지용 중앙 분리대
CA2234374A1 (fr) Barriere d'amortissement d'impact pour voie predeterminee et module d'assemblage
MXPA99006995A (en) Barrier device
WO2001029323A2 (fr) Systeme de dissipation d'energie utilise pour un dispositif de securite en beton

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE ES FR GB GR IT LI LU NL SE

17P Request for examination filed

Effective date: 19890626

17Q First examination report despatched

Effective date: 19900621

ITF It: translation for a ep patent filed

Owner name: DE DOMINICIS & MAYER S.R.L.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ENERGY ABSORPTION SYSTEMS, INC.

RIN1 Information on inventor provided before grant (corrected)

Inventor name: THOMPSON, MARION L.

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH DE ES FR GB GR IT LI LU NL SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19921014

Ref country code: AT

Effective date: 19921014

REF Corresponds to:

Ref document number: 81534

Country of ref document: AT

Date of ref document: 19921015

Kind code of ref document: T

REF Corresponds to:

Ref document number: 3782249

Country of ref document: DE

Date of ref document: 19921119

ET Fr: translation filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19930125

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19930731

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
EAL Se: european patent in force in sweden

Ref document number: 87305841.6

REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20020619

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20020620

Year of fee payment: 16

Ref country code: NL

Payment date: 20020620

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20020624

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20020724

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20020730

Year of fee payment: 16

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030702

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030731

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030731

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030731

BERE Be: lapsed

Owner name: *ENERGY ABSORPTION SYSTEMS INC.

Effective date: 20030731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040201

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040203

EUG Se: european patent has lapsed
REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040331

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 20040201

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20050614

Year of fee payment: 19

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20050701

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060701

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20060701