EP0297182B1 - Energieaufzehrende Leitschranke - Google Patents

Energieaufzehrende Leitschranke Download PDF

Info

Publication number
EP0297182B1
EP0297182B1 EP87305841A EP87305841A EP0297182B1 EP 0297182 B1 EP0297182 B1 EP 0297182B1 EP 87305841 A EP87305841 A EP 87305841A EP 87305841 A EP87305841 A EP 87305841A EP 0297182 B1 EP0297182 B1 EP 0297182B1
Authority
EP
European Patent Office
Prior art keywords
barrier
section
vehicle
sections
tire
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
EP87305841A
Other languages
English (en)
French (fr)
Other versions
EP0297182A1 (de
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 AT87305841T priority patent/ATE81534T1/de
Priority to EP87305841A priority patent/EP0297182B1/de
Priority to DE8787305841T priority patent/DE3782249T2/de
Publication of EP0297182A1 publication Critical patent/EP0297182A1/de
Application granted granted Critical
Publication of EP0297182B1 publication Critical patent/EP0297182B1/de
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.
  • barriers are made non-resilient, massive and heavy in order to positively stop vehicles. Of course, this is potentially very dangerous to the vehicle occupants.
  • barriers of the prior art designed to progressively absorb kinetic energy and thereby gradually decelerate a vehicle, but such barriers are typically relatively complex or expensive. Some are characterised by internal chambers filled with gas, liquids or other fluent materials. Others depend upon springs or internal shock absorbers. Regardless of their construction, such barriers are usually not readily adapted for interconnection to define a vehicle lane, or are characterised by side walls undesirably providing sufficient tire traction that vehicles can climb and vault such a barrier.
  • CA-A-1,214,347 discloses an energy absorbing barrier comprising a plurality of barrier sections each defining an interior chamber for receiving fluent material, including a side wall to receive the impact of a moving vehicle for dissipating kinetic energy; and end fittings by which each barrier unit is coupled at its ends to like barrier units.
  • the side wall is of polyethylene plastic material and is sufficiently resilient to resume a normal shape after being struck and deformed by an impacting vehicle and is made of a predetermined thickness operative upon impact by the vehicle tire to bulge the side wall material to restrain the tire from climbing and vaulting over the barrier.
  • FR-A-1,527,375 discloses an energy absorbing barrier comprising flexible containers holding volumes of water, the containers being connected end-to-end and being, for example, fitted over vertical supporting plates mounted in a base structure, the flexible walls of the containers being exposed to receive the impact of a crashing vehicle.
  • CA-A-1,214,347 nor FR-A-1,527,375 discloses any means of preventing separation of adjoining barrier components under impact forces.
  • EP-A-0,125,817 discloses a lane divider for a roadway.
  • the divider is formed by a chain of modules having elongated locking members. These are operative to link together the sections and constrain them against longitudinal movement relative to one another in the event of a vehicle impact.
  • each locking member is not coupled to the opposite ends of each module, but instead is connected between the abutting ends of adjacent modules.
  • an energy absorbing barrier comprising a plurality of barrier sections connected end to end, each such barrier section having walls defining a chamber for receiving fluent material, said walls including a pair of end walls and a longitudinally directed side wall made of plastic material sufficiently resilient to receive the impact of a moving vehicle to dissipate kinetic energy and resume a normal shape after being struck and deformed by the vehicle, the plastic material having a relatively low coefficient of friction to reduce traction between the side wall and the tire of the impacting vehicle, the side wall being made of a predetermined thickness operative upon impact by a vehicle tire to bulge the side wall material beyond the tire and to propagate the bulged material of the side wall in a travelling wave ahead of the tire to thereby continuously scrub against the tire and slow its advance, and to restrain the tire from climbing and vaulting over the barrier, each said barrier section being connected at its ends with the adjoining barrier sections by connection means including protuberances projecting from said end wall and overlying or underlying said complementary protuberances projecting from
  • each barrier section includes walls defining an interior chamber adapted to be filled with water.
  • the unfilled barrier section is relatively light and easy to transport to and from the place of use, while the filled barrier section is sufficiently heavy to resist overturning on vehicle impact.
  • the connection means connection adjoining barrier sections render the assembly virtually impossible to overturn.
  • the side walls of the barrier sections 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 exhibit a pattern of deformation which tends to trap and slow vehicle tires.
  • the barrier may be provided with fencing or similar supplemental structures to define a higher barrier.
  • the barrier sections can be provided with transverse or elongated reinforcing elements for reinforcement against undue flexure, and can be provided with auxiliary bias means such as springs to further assist in absorbing vehicle impact and the like.
  • the barrier sections are configured for mounting on one or both sides of ordinary median barriers. This provides supplemental vehicle impact protection, rather than providing a substitute for the existing median barriers.
  • a barrier comprising a series of barrier sections 10, each barrier section 10 comprising generally, an elongate container having a flat base 12, a top 14, a pair of end walls 16 and 18, and a pair of side walls 20 defining an interior chamber 22, as best seen in the cutaway showing in Figure 3.
  • the barrier section container includes a fill opening which is normally closed by a bung or cap 24, as generally indicated in Figure 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 Figure 1.
  • Each barrier section 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 sections 10 are preferably molded of a plastic material characterised 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 sections 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 ultra-violet 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 sections 10 and its variants, a tire will typically deform the barrier and slide along its length, developing a bulge or travelling 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 section made of such material is relatively light in weight, an empty or unfilled barrier section 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 section and arrange a number of the barrier sections in end-to-end relation to form pedestrian lanes at movies, amusement parks, or wherever people must line up for some purpose.
  • a barrier section of the above dimensions completely filled with water weighs approximately 1250 pounds. This weight, plus the truncated configuration of the barrier section in certain embodiments makes it very difficult to overturn.
  • Such a barrier section 10 is transportable by a forklift or the like, the lift fork being receivable within recesses 32 molded into the base 12, s best seen in FIGS. 1 and 2.
  • the energy absorption properties of the barrier are adjustable by 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 section 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 section is relatively incompressible except through liquid escape through the fill opening, and deformation of the barrier structure.
  • the dimensions of the fill opening can be arranged to provide a relatively rapid escape of water or a metering arrangement can be provided to more gradually dissipate impact kinetic energy, as will be apparent.
  • the manner of empirically adjusting these factors to provide a desired rate of energy dissipation will be immediately apparent to those skilled in the art and a discussion thereof is omitted for brevity.
  • the relative resilience of the Figure 10 barrier is important. It must retain its shape when the barrier sections are 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 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 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, 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 are surprisingly effective in resisting the tendency of a vehicle tire 66 to climb and vault the barrier. More specifically, as seen in Figures 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.
  • the tire Upon attaining the phantom line position, the tire suffers an immediate loss of traction in the area of the lowermost traction spoiler channel 34. This loss of traction, and consequent resistance to further upward climbing, is denoted in Figure 50 by the curved arrow 70. As the lower edge periphery of the tire 66 engages or comes into alignment with successive channels 34, the successive losses of traction are represented by the other arrows 70.
  • Figure 52 schematically shows the dynamics of a tire 66 striking the barrier at a relatively shallow angle of convergence, but with severe force so that it penetrates rather deeply into the barrier.
  • the material of the barrier deforms to absorb the impact energy developed by the tire 66, but the deformation is such that the upper portion of the barrier, particularly including the uppermost rib 35, defines an overhang which tends to entrap or capture the tire to prevent it from climbing.
  • the low coefficient of friction of the material of the barrier also aids in this respect, providing scrubbing or slowing engagement with the tire to slow its forward movement.
  • the barrier resilience and low coefficient of friction are also important in a situation where the vehicle tire 66 is travelling at substantially a right angle to the barrier.
  • the barrier side wall deforms in somewhat the same manner as described in connection with Figure 52, but to a much greater extent. Consequently, the undeformed upper rib 35 overlies more of the tire.
  • the low coefficient of friction of the material of the barrier acts to reduce the tendency of the of the tire 66 to climb upwardly upon the barrier side wall 35.
  • the modified barrier section 74 is like the barrier sections 10 in all respects except that it is characterised by, generally planar upwardly and inwardly sloping side walls 20a. The walls 20a deform in the manner shown in Figures 52 and 53.
  • a lower case letter, such as the "a" in 20a is used throughout this specification to denote structures which are essentially the same in function but not in construction.
  • the modified configuration of Figure 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 section is filled. Water or other filling material tends to bulge or outwardly deform the side walls of the barrier section. By starting with a molded-in concave shape, outward bulging of the sides of the filled barrier section is avoided.
  • each cable 65 is tensioned to resist outward bulging it can move inwardly or outwardly on deformation of the barrier by an impacting vehicle.
  • Figure 13 illustrates another arrangement to provide side wall resistance to outward bulging.
  • one or more transverse cables 78 are connected between the side walls 20, each being collapsible on inward deformation of a side wall 20.
  • FIG 38 illustrates yet another arrangement to eliminate side wall bulging.
  • a modified barrier section 80 includes an integral, molded-in, transversely disposed wall or web 78a which extends between the opposite side walls of the barrier section.
  • the web 78a may be made continuous along the length of the barrier section 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.
  • the energy dissipation properties of the barrier can be further modified by end coupling a plurality of barrier sections.
  • the assembled barrier sections are adapted to define a straight or curvilinear traffic lane, a race course, a median barrier, or stacked barrier for absorbing relatively high velocity impact forces.
  • 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 Figures 2 and 4, include 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 aluminium 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 Figure 1, to better identify the location of a race course, for example.
  • longer pins 42a as seen in Figures 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 barrier sections 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 Figure 12.
  • a plurality of elongate bars or straps 86 overlie respective barrier sections 10, the bars 86 overlie respective barrier sections 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. By reason of this function, 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 Figure 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 Figure 17.
  • the cap 24c is characterised 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 section 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 forced the expelled fluid back into the barrier 10 subsequent to vehicle impact.
  • Figure 16 illustrates another feature of the barrier section 10 of Figures 11 and 12. More particularly, the drain 28 is characterised by a threaded shank 96 provided with a blind bore 98. If after long service the drain cannot be removed, the bore 98 can the threaded to receive a replacement plug.
  • End connected barrier sections 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 barrier sections 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 Figure 5 can be used.
  • the coupler 48 is preferably an empty, easily movable hollow body molded of the same material as the barrier sections 10, although it could also be made for filling, as will be apparent. Its end faces or walls correspond to the barrier section end walls and are characterised by a complemental configuration and arrangement of protuberances and recesses. Lower case letters are employed in Figure 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°, the single coupler 48 being connected between the ends of adjacent barrier sections 10 by a connecting pin 42.
  • the resultant curve has a radius of approximately 52 feet.
  • Figure 6 illustrates yet another form of coupler, the end faces of the pair of couplers 50 defining an included angle of somewhat less than 90°.
  • Each pair of couplers 50 are connected to each other and to the ends of adjacent barrier sections 10 by three pins 42. This orients the connected barriers in a serpentine, zigzag or loosely stacked arrangement such that impacting vehicles are gradually decelerated by successive collapsing or closing movement of the barriers against each other. Assuming the vehicle is approaching from the top, as seen by the viewer in Figure 6, the first barrier section 10 would absorb a portion of the kinetic energy, swing toward the second barrier section 10, that barrier section would further dissipate kinetic energy, and so on as the stack collapses to a closed configuration.
  • Figure 7 illustrates an arrangement of connected barrier sections and couplers 52 in which the coupler end faces define an included angle of approximately 90°, a pair of couplers 52 being used between the ends of each pair of adjacent barrier sections.
  • the barrier sections 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 section 10 suits it for highway use, but is also is suited for use in defining a vehicle race course.
  • the barrier sections 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 barrier sections prior to their removal.
  • Figure 18 illustrates yet another embodiment 100, the barrier section 100 being identical in substantially every respect to the barrier sections 10 of Figure 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 Figure 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 isa increased to four in the barrier section 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.
  • Figure 18 also illustrates use of a thin side sheet or 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 coupler 52 illustrated in Figure 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 barrier sections 100.
  • a similar end coupler 108 is located at the opposite ends of the barrier sections 100 so that the end couplers 108 connect together the adjacent barrier sections 100 as an integral unit to resist impact forces beyond the capability of a single barrier section 100.
  • Figure 22 illustrates a schematic coupling of three barrier sections 100, it being apparent that as many barrier sections 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 barrier sections 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.
  • Figure 25 illustrates another form of fitting or T-coupler 116 adapted to be connected to three barrier sections 100 by three pins 42 so that one transverse barrier section 100 can be joined at right angles to a spring of longitudinally arranged barrier sections 100.
  • Such an arrangement could be used to more strongly constrain the transverse barrier section 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 adapted to incorporate various improvements and modifications for a variety of special applications.
  • two barrier sections 100 are shown connected in end-to-end relationship by a pin 42, the end section 100 being provided with a hemispherical end cap 118 connected by a pin 42 to its free end.
  • the end cap is adapted to deflect a vehicle impacting against the end of the spring of barrier sections 100 and absorb a portion of the impact forces.
  • Figure 27 shows an arrangement similar to that of Figure 26 but two pairs of end connected barrier sections 100 are employed, the two strings converging and being joined together by a protective end coupler or end cap 120 connected to the adjacent barrier sections 100 by pins 42.
  • the V-shaped barrier assembly is disposed in advance or ahead of an object 122, such as a highway lighting standard, bridge abutment, or the like.
  • a pair of tension springs 124 are connected at their outer ends to a pair of the pins 42 of the oppositely located strings of barrier sections 100.
  • the inner ends of the springs 124 are fixed to rods 126 which are fixed or otherwise anchored to the underlying highway pavement.
  • 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.
  • Figures 28 through 30 show different end connectors 48a, 48b and 48c. They are similar to the end connectors of Figure 5, except that the protuberances 36 are oriented so that they will dispose the barrier section 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 Figure 30 are substantially the same on both sides, rather than complemental, as was the case in Figures 28 and 29. With the arrangement of Figure 30, the direction of orientation or curvature of the assembled barriers can be reversed, compared to the direction shown in Figure 5, so as to form an "S" configuration.
  • Figure 31 is illustrative of the means by which a barrier section 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 section 100 and the end connector 130 are ten 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 section 100 in position adjacent the concrete barrier 128.
  • Figures 32 and 33 illustrate a half barrier section 138 having the channels 34 and ribs 35 of the barrier section 10 of Figure 1, but only constituting a fillable outer shell for a concrete barrier 128.
  • the half barrier section 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.
  • the half barrier section 138 is closed at its opposite ends so that the half barrier section 138 can held water or the like. Since the half barrier sections 138 are supported in position by the concrete barrier 128, their abutting ends can be secured together by dovetail projections 144 or the like on one end of a barrier section 100 which fit into dovetail recesses 146 in the end of the adjacent half barrier section 138.
  • the end one of the half barrier sections 138 designated by the numeral 148, is convergent, as seen in Figure 33, terminating in an end 150 approximating the configuration of the adjacent portion of the concrete barrier 128. This arrangement permits deflection and gradual absorption of the impacting force of a vehicle striking the end 150 of the half barrier section 148.
  • Figures 34 and 36 are illustrative of the use of two half barrier sections 138, one located on either side of the concrete median 128.
  • the base of the half barrier section 138a can conveniently be supported by a pedestal 152 underlying the half barrier section 138a and resting upon the highway pavement 154.
  • Figures 35 and 37 illustrate a similar arrangement, this time the two half barrier sections 138 of Figures 34 and 36 being replaced by a unitary shell barrier section 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 section 156 is also adapted to overlie a typical elongated guard rail 158 supported upon a series of posts 160, as shown in phantom outline. In this application, the pavement would be located as shown in 154a.
  • the barrier sections 156 and uniquely adapted for use with either the conventional concrete barrier 128 or the conventional, widely used guard rail 158.
  • Figures 39 and 40 show a variation on the arrangement of Figures 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 barrier sections 100.
  • the transverse rods in the arrangement of Figures 23 and 24, seen in Figures 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.
  • Figure 41 illustrates a modified form of barrier section 110a which is substantially identical to the barrier section 100 except for the inclusion in the barrier section 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 planting to suit the barrier to decorative applications.
  • Figure 43 is a variation on the embodiment of Figure 27, and is characterized by an end cap 120 attached to the adjacent end of springs of end connected barrier sections 100 arranged in divergent, V-shape configuration, the adjacent ends of each string of barrier sections 100 being connected together by a coupler 116 like that illustrated in Figure 25.
  • a specially sized and configurated barrier section 166 is pin connected to the confronting T-shape couplers 116.
  • Figure 44 is illustrative of yet another arrangement of previously described components.
  • the barrier sections 100 are end connected in two parallel strings of barrier sections 100.
  • a transverse string of barrier sections 100 is connected to the first pair of strings by a pair of the T-shape couplers 116/
  • Such an arrangement could be utilized as a barrier for runaway trucks travelling in the direction of the arrow 168.
  • the truck impacting the transverse string of barrier sections 100 not only must deform and move the transverse barrier sections 100, but must also progressively drag the parallel strings of barrier section 100, whereby a very great impact force can be progressively absorbed and dissipated.
  • Figure 45 illustrates a protective bar 169 which could be used as a sign support or in place of the protective side shield 102 of Figure 18, the bar 169 including lateral arms which can be pin connected to the adjacent barrier section 100 by the usual pins 42 (not shown).
  • Figure 46 shows a form of dolly 170 which can be used to underlie a barrier section 100.
  • the barrier section 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 section 100 being moved between open and closed positions to open or close off a protected area.
  • Figure 49 illustrates how a plurality of extension barrier sections can be end connected and stacked on top of the basic barrier sections 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 barrier sections 176 are essentially identical in every respect to the previously described barrier sections 100, except for their generally vertically oriented side configuration. They may or may not be filled with fluid, as desired.
  • Figure 48 illustrates an enlarged half barrier section 178 similar to the enlarged half barrier section 138 of Figure 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 section 178 includes an integral, molded-in passage 184 to permit installation of the fastener 182.
  • the portion of the barrier section 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 section 178, thus eliminating any need for the pedestal 152 of the embodiment of Figure 34.
  • a barrier 188 which has more closely spaced channels 34a and protuberances 35a, with the plane within which the outer faces of the tubs 35a lie 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 Figure 52 for constraining upward movement of the vehicle tire 66.
  • Figure 57 illustrates a barrier 188 provided with a protective strip 192 of metal, rubber or fibreglass 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 Figure 58 includes a connecting portion characterised 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. These form a box section more resistant to bending, as compared with the curvilinear connecting portion 194 of Figures 55 and 57.
  • Figure 59 illustrates a barrier 188 like that of Figure 55, except that the box section is defined by configuring the outer face of the upper portion 190 to form an inwardly directed channel 206 which is resistant to deformation or bending, and thereby is better able to maintain its shape and constrain a vehicle tire against upward travel.
  • Figure 56 illustrates a barrier 208 having side configurations like that of the barrier 188 of Figure 55, except that it is adapted to rest of its own weight on a concrete barrier 128 in a manner like the shell barrier 156 of Figure 35.
  • Figure 60 shows another embodiment of the barrier of the present invention, in this case a barrier particularly adapted to absorb the impact of a motor vehicle striking it at substantially a right angle. At this angle a vehicle barrier is prone to tip over, especially if the vehicle climbs up or tends to vault upwardly and over the barrier.
  • the barrier 210 is characterized by generally horizontally directed portions defining superposed ribs 35b projecting to a lesser and lesser degree from top to bottom.
  • a bottom portion 212 of the barrier 210 extends outwardly considerably beyond the ribs 35b to provide a very wide and stable base, the outer face of the bottom portion 12 including a box shape or channel 214 for improved resistance to bending.
  • 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 pumper goes over the lowermost portion 212 and impacts and compresses the lowermost, shortest rub 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.
  • Energy absorption is provided initially by compression of the lowermost rib 35b by the bumper, the next higher rib 35b by the hood, and the bottom portion 212 by the vehicle tires. As vehicle movement proceeds, the entire barrier aids in absorbing the impact energy.
  • FIGS 9 and 10 diagrammatically illustrate filling and emptying arrangements for the barrier section 10 of Figure 1.
  • Figure 9 illustrates a fill cap 24a associated with a conduit 54 extending from the bottom of the barrier section interior chamber to a bladder or overflow container 56 located on top of the barrier section.
  • the container 56 is similar to the previously described bag 92, except that it is normally always externally located. On impact, water forced out of the barrier section fill opening flows into the container 56, from which it can run back down by gravity into the barrier section 10 after the impacting vehicle moves away.
  • Figure 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 section 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 section 10, and terminates in a usual fire hose 64.
  • the gas bottle 60 can be actuated to pressurize the barrier section 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.
  • 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 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 the barrier When the side walls of the barrier 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 barrier sections are arranged, end-to-end, or stacked side-by-side, or spaced apart in side-by-side relation, the first of the barrier sections 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 section or sections 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 section or sections 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 passenger in vehicles striking the barrier would not be subjected to high deceleration forces. The gradual deceleration provided by the barrier 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)

Claims (10)

  1. Energieabsorbierende Leitplanke mit einer Mehrzahl von Plankenabschnitten (10), die Ende an Ende miteinander verbunden sind, wobei jeder Plankenabschnitt (10) mit eine Kammer (12) begrenzenden Wänden zur Aufnahme eines flüssigen Materials (26) versehen ist und die Wände ein Paar von Endwänden (16, 18) und ein Paar von sich längs erstreckenden Seitenwänden (20) aus einem Kunststoffmaterial aufweisen, die ausreichend nachgiebig sind, um den Stoß eines sich bewegenden Fahrzeugs aufzunehmen, um kinetische Energie zu verteilen und um nach dem Auftreffen und der Deformation durch das Fahrzeug wieder eine normale Form anzunehmen, wobei das Kunststoffmaterial einen relativ geringen Reibungskoeffizienten zur Verringerung der Reibung zwischen der Seitenwand (20) und dem Reifen des auftreffenden Fahrzeuges hat, die Seitenwandung (20) aus einer vorgegebenen Dicke gefertigt ist, wodurch bei dem Auftreffen eines Fahrzeugreifens das Wandungsmaterial sich über den Reifen hinaus ausbuchtet und zum Fortschreiten des ausgebuchteten Materials der Seitenwandung in einer wandernden Welle vor dem Reifen, um so kontinuierlich gegen den Reifen zu scheuern und dessen Fortschreiten zu verlangsamen, und um den Reifen an einem Aufsteigen an oder einem Springen über die Leitplanke (10) zu hindern, wobei der Plankenabschnitt an seinen Enden mit benachbarten Plankenabschnitten durch Verbindungsmittel verbunden ist, die Vorsprünge (36) aufweisen, die von den Endwandungen (16, 18) vorragen und über oder unter komplementären Vorsprüngen (36), die von den benachbarten Seitenendwandungen (16, 18) der verbundenen Plankenabschnitte (10) vorragen, liegen, und weiter mit einem jeweils vertikal ausgerichteten Verbindungsstift (42) an jeder Verbindung zwischen miteinander verbundenen Plankenabschnitten, der sich durch vertikal ausgerichtete Öffnungen in sich jeweils überlappenden Vorsprünge erstreckt, dadurch gekennzeichnet, daß jedem der Plankenabschnitte ein länglicher Gurt oder Riegel (86) zugeordnet ist, der sich von einem Verbindungsstift (42) an dem einen Ende des Plankenabschnittes zu dem Verbindungsstift (42) an dem anderen Ende des Plankenabschnittes erstreckt, wobei der Gurt oder der Riegel (86) mit den Verbindungsstiften und dadurch mit den Gurten oder Riegeln der verbundenen Plankenabschnitten verbunden ist, um bei der Verhinderung einer Längstrennung des Plankenabschnittes (10) bei dem Auftreffen eines Fahrzeuges zu unterstützen.
  2. Energieabsorbende Leitplanke nach Anspruch 1, mit einem gegen ein Aufreißen wirkendes, über der Seitenwandung (20) liegendes zusätzliches Schild (101).
  3. Energieabsorbierende Planke nach Anspruch 1, wobei die Planke ausgebildet ist, um wenigstens auf einer Seite der mittleren Leitplanke (128, 160) einer Autobahn aufzuliegen.
  4. Energieabsorbierende Leitplanke in Anspruch 1, wobei die Leitplanke zur Ausbildung eines Mittelraum zum Aufnehmen der Mittelleitplanke (128, 160) einer Autobahn ausgestaltet ist, und die Seitenwände (20) an gegenüberliegenden Seiten der Mittelleitplanke angeordnet sind.
  5. Energieabsorbierende Leitplanke nach Anspruch 1 und mit einer Mittelplankenanbringungs-Einrichtung (130) an dem einen Ende des Plankenabschnittes und mit vertikal ausgerichteten und voneinander beabstandeten Vorsprüngen (132), die zwischen Vorsprünge (36) eingreifen, die von der benachbarten Endwandung des einen Plankenabschnittes vorragen, wobei der eine Plankenabschnitt mit der Mittelplankenanbringungs-Einrichtung durch einen vertikal ausgerichteten Verbindungsstift verbunden ist, der sich durch die vertikal ausgerichteten Öffnungen in den Einpassungsvorsprüngen, die von der Mittelplankenanbringungs-Einrichtung und dem einen Plankenabschnitt vorstehen, erstreckt, wobei die Mittelplankenanbringungs-Einrichtung (130) zur Kopplung der Enden der Planke an der Mittelplanke (128) einer Autobahn dient.
  6. Energieabsorbierende Leitplanke in Anspruch 1 mit einer Extensionsplanke, die an der Oberseite der Plankenabschnitte (10), die die Kammern (22) ausbilden, angeordnet ist, wobei die Extensionsplanke eine Mehrzahl von Extensionsplankenabschnitte (82) aufweist, die an der Oberseite einer die Kammer ausbildenden Plankenabschnitte (10) angeordnet ist, wobei jede der Extensionsplankenabschnitte an den Enden Vorsprünge hat, die mit sich vertikal durch diese erstreckenden Öffnungen versehen sind, welche vertikal mit den Öffnungen in den Vorsprüngen an den jeweiligen Enden des jeweiligen Plankenabschnitts (10) ausgerichtet sind, auf den der Extensionsplankenabschnitt montiert ist, wobei der jeweilige Verbindungsstift (42a) sich auch durch Öffnungen in den Vorsprüngen des Extensionsplankenabschnitts (82) erstreckt, um den Extensionsplankenabschnitt in seiner Position zu stützen.
  7. Energieabsorbierende Planke nach Anspruch 1, mit einem Basisabschnitt (212), der zum Passieren unter der Stoßstange eines gegen die Seitenwandung auftreffenden Fahrzeugs eingerichtet ist.
  8. Energieabsorbierende Planke nach Anspruch 1, wobei die Seitenwand (20) höher ist als ein Reifen eines üblichen Personenfahrzeugs und einen Abschnitt (190, 35b) aufweist, der zum Liegen über einem auftreffenden Reifen nach außen vorragt .
  9. Energieabsorbierende Leitplanke, wobei die Endeinrichtungen (36, 42) jeweils ausgerichtete und zusammenpassende Vorsprünge (36) und dazwischenliegende Ausnehmungen (38) aufweist.
  10. Energieabsorbierende Leitplanke in Anspruch 1, wobei der Gurt oder der Riegel (86) ein Loch an jedem Ende zur Aufnahme des jeweiligen der Verbindungsstifte (42) aufweist, wodurch der Gurt oder der Riegel mit dem Verbindungsstift verkoppelt wird.
EP87305841A 1983-12-02 1987-07-01 Energieaufzehrende Leitschranke Expired - Lifetime EP0297182B1 (de)

Priority Applications (4)

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

Publications (2)

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

Family

ID=8197956

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87305841A Expired - Lifetime EP0297182B1 (de) 1983-12-02 1987-07-01 Energieaufzehrende Leitschranke

Country Status (3)

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

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1238631B (it) * 1990-02-16 1993-08-18 Sinterplast Srl Barriera per l'assorbimento di urti in impieghi stradali
ES2024280A6 (es) * 1990-05-29 1992-02-16 Garcia Ballesteros Angel Mejoras en barreras de seguridad en carreteras.
ES2063641B1 (es) * 1992-04-30 1997-07-01 Innovacions Tecnologiques S A Modulo reversible polivalente para la construccion
CA2104311C (en) * 1993-08-18 2000-10-31 Guenter Baatz Rubber vehicular impact barrier
FR2714406B1 (fr) * 1993-12-28 1996-03-15 Sabla Sa Elément-poutre préfabriqué pour la formation d'une barrière de sécurité pour voie de circulation routière et barrière obtenue.
FR2719063B1 (fr) * 1994-04-20 1996-05-31 Tss Elément séparateur de voies.
FR2759716B1 (fr) * 1997-02-20 1999-06-04 Colas Sa Barriere et element absorbant pour une barriere
NZ512058A (en) * 1998-11-11 2002-08-28 Barron & Rawson Pty Ltd Improvements in road barriers
DE10019177A1 (de) * 2000-04-17 2001-10-25 Cabka Plast Kunststoffverarbei Mobilzaunfuß
ES2345968B1 (es) * 2008-03-03 2011-07-28 Paulino Barriga Pantaleon Vallas protectoras para viales de trafico.
ES1069163Y (es) * 2008-07-31 2009-05-14 Pinera Antonio Gonzalvez Dispositivo de seguridad para guardarrailes
US10060154B2 (en) * 2014-03-14 2018-08-28 Mccue Corporation Protective barrier
US11187005B2 (en) * 2017-03-29 2021-11-30 Mccue Corporation Protective barrier

Family Cites Families (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
NL6807642A (de) * 1967-06-01 1968-12-02
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
SE334911B (de) * 1969-02-10 1971-05-10 S Iving
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
GB2034376A (en) * 1978-10-20 1980-06-04 Bridgestone Tire Co Ltd Roadside crash barrier
LU80815A1 (de) * 1979-01-23 1979-06-05 Arbed Als leiteinrichtung fuer den strassenverkehr und als schalldamm fuer die anrainer von fahrbahnen dienende schutzwand
US4498803A (en) * 1983-04-18 1985-02-12 Quicksteel Engineering Pty. Ltd. Moveable lane barrier locking system
CA1214347A (en) * 1983-12-02 1986-11-25 Marion L. Thompson Energy absorbing barrier
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
FR2585047B1 (fr) * 1985-07-22 1988-06-17 Tech Special Securite Dispositif de securite pour routes, autoroutes et voies urbaines, pour separer deux files de circulation

Also Published As

Publication number Publication date
EP0297182A1 (de) 1989-01-04
DE3782249T2 (de) 1993-03-11
DE3782249D1 (de) 1992-11-19
ATE81534T1 (de) 1992-10-15

Similar Documents

Publication Publication Date Title
US4681302A (en) Energy absorbing barrier
US5882140A (en) Barrier device
US5123773A (en) Stand-alone highway barrier
EP0297182B1 (de) Energieaufzehrende Leitschranke
US6951434B2 (en) Traffic control device
US7547157B2 (en) Barrier device with foam interior
AU2002211356B2 (en) Non-redirective gating crash cushion apparatus for movable, permanent and portable roadway barriers
US4307973A (en) Road barrier
US6666616B2 (en) Barrier device with external reinforcement structure
US4423854A (en) Roadway barrier
US7600942B2 (en) Barrier device with adjustable external reinforcement structure
US6276667B1 (en) Energy dissipating system for a concrete barrier
US3876185A (en) Vehicle energy absorbing device
AU2002211356A1 (en) Non-redirective gating crash cushion apparatus for movable, permanent and portable roadway barriers
CA1214347A (en) Energy absorbing barrier
CA1288985C (en) Energy absorbing barrier
JPS6012484B2 (ja) 道路保護障壁
AU2016201360B2 (en) A barrier element and a barrier assembly
US20150132055A1 (en) Lane separator
KR200252807Y1 (ko) 도로곡선부 추락방지용 가드레일
KR810000526B1 (ko) 차도에 설치한 안전 분리벽체
MXPA99006995A (en) Barrier device
WO2001029323A2 (en) Energy dissipating system for a concrete roadway barrier

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