EP0874940B1 - Protective beam arrangement - Google Patents

Protective beam arrangement Download PDF

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Publication number
EP0874940B1
EP0874940B1 EP97901032A EP97901032A EP0874940B1 EP 0874940 B1 EP0874940 B1 EP 0874940B1 EP 97901032 A EP97901032 A EP 97901032A EP 97901032 A EP97901032 A EP 97901032A EP 0874940 B1 EP0874940 B1 EP 0874940B1
Authority
EP
European Patent Office
Prior art keywords
profile
guard rail
rail arrangement
support
guardrail
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
EP97901032A
Other languages
German (de)
French (fr)
Other versions
EP0874940A1 (en
Inventor
Gerhard Volkmann
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.)
Studiengesellschaft fur Stahlschutzplanken Ev
Original Assignee
Studiengesellschaft fur Stahlschutzplanken Ev
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 DE19601377 priority Critical
Priority to DE1996101377 priority patent/DE19601377A1/en
Application filed by Studiengesellschaft fur Stahlschutzplanken Ev filed Critical Studiengesellschaft fur Stahlschutzplanken Ev
Priority to PCT/EP1997/000156 priority patent/WO1997026411A1/en
Publication of EP0874940A1 publication Critical patent/EP0874940A1/en
Application granted granted Critical
Publication of EP0874940B1 publication Critical patent/EP0874940B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14Safety 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
    • E01F15/141Safety 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
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02Continuous barriers extending along roads or between traffic lanes
    • E01F15/04Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407Metal rails
    • E01F15/0423Details of rails
    • E01F15/043Details of rails with multiple superimposed members; Rails provided with skirts
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02Continuous barriers extending along roads or between traffic lanes
    • E01F15/04Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0476Foundations

Abstract

The present invention describes a protective beam arrangement, especially a protective beam arrangement for local reinforcement of standard crash barrier constructions. The protective beam arrangement consists of a crash barrier supported by stanchions, which is connected with the stanchions via a deformation element and a lower longitudinal stringer. Another upper longitudinal stringer is provided in addition to this lower longitudinal stringer, with supporting sections at the ends that are inclined downwards towards ground anchor points and which are supported by these anchor points embedded in the ground. The deformation element is made from a straight circular pipe that is arranged essentially vertically. The side clearance of the stanchions lies in the range between 1.3 to 2 m, preferably 1.4 m.

Description

The invention relates to a guardrail arrangement, in particular steel guardrail arrangement.

Such a guardrail arrangement is intended for areas Reinforcement of standard guardrail constructions, such as B. on bridges or embankments or structures that are at risk of collapse.

DE 4224998 is, for example, a guardrail arrangement known for roadways (see Fig. 6a), which consists of stands 2 anchored in the ground deformation profiles 3 are fastened on the carriageway side, and to this both an upper longitudinal beam 4 and a lower longitudinal spar 5 are attached. It is also at the bottom A guardrail 6 is attached to the longitudinal spar 5 on the roadway side. The front side of the guardrail 6 is above the Front of the upper longitudinal spar 4 horizontally in front. In addition has the deformation profile 3 at the upper end a stiffening crossbar 11. As in the others FIGS. 6b and 6c, is shown in the event of an impact, for example by a vehicle, the guardrail arrangement deformed in such a way that initially the deformation profile 3 is pushed in at the lower end 18 without that the stand behind it was affected becomes. Furthermore, due to the impact the deformation profile 3 in the lower region 18 completely pressed in, the force is applied the stand 2 behind it. In this position are the front side of the guardrail 6 and the Front of the upper longitudinal spar 4 almost in one Level (see reference symbol VE in Fig. 6c).

Such known guardrail arrangements are in particular intended to cross the edge of the road to prevent a vehicle that has lost its way. However, conventional are standard guardrail designs only designed to secure the road edge to provide. However, it can occur that at higher impact energies the protective effect of the standard guardrail arrangement not sufficient to prevent the vehicle from being exceeded restrain the edge of the road. Exceeding the edge of the road is unproblematic as long as as long as no special sections, such as For example, embankments, structures at risk of collapse or also bridge structures through the guardrail arrangement are to be secured. In this particular one In cases, however, it would be an advantage if conventional Standard guardrail arrangements reinforced in some areas could become. It would also be an advantage if the recently stricter European security standards for restraint systems on roads as well Could get attention. Such an area to reinforce standard guardrail constructions Guardrail arrangement used should also be such that the one to be reinforced Guardrail construction not redesigned must become.

It is therefore an object of the present invention to Guardrail arrangement for lanes for areas Reinforcement of standard guardrail designs to create a simple flawless Transition to standard guardrail designs ensures easy handling when replacing deformed components after a Impact allows and the strict European Meets security standards.

This object is achieved with the features of the claim 1 solved.

The guard rail arrangement for carriageways according to the invention for area-wise reinforcement of standard guardrail constructions has an upper and lower Longitudinal spar on that directly on the at least one Stand are attached. At the upper longitudinal spar is at the ends one down to a floor anchor ongoing support profile provided. The lower Longitudinal bar closes at the end with the sloping downward running support profile flush. Between the bottom Longitudinal spar and the guardrail is a deformation element provided in the form of a straight circular tube, the Axis is oriented substantially vertically. The side spacing of the stands is according to the invention in Range between 1.3 and 2 m, preferably up to 1.40 m, in particular 1.33 m. With this construction the guardrail arrangement ensures that Standard guardrail constructions reinforced in some areas in such a way that the European Impact severity level ("impact severity level ") A can be easily achieved can, in particular the ASI value of ≤ 1.0 is reached. With the guardrail arrangement according to the invention the entire construction is supported by one another more stable, in particular by the ASI value-influencing side distance of the stand in the Range between 1.3 and 1.4 m the ASI value of ≤ 1 is met becomes. The fact that the guardrail in addition the diameter of the deformation element from that protrudes the upper longitudinal spar, takes place within certain Impact energy a deformation of the guardrail arrangement only on the guardrail itself and on the deformation element. This way, the exchange the damaged components, especially the deformation element and the guardrail is easier to do. Characterized in that the deformation element only on one Longitudinal spar is provided, and not - as in the state technology - spreading over two longitudinal spars becomes more material-saving worked, at the same time the Precise fit when setting up the guardrail arrangement is increased. This will handle the whole Barrier arrangement simplified. Because the guardrail about their depth and the diameter of the deformation element protrudes from the upper longitudinal spar a force applied to the upper longitudinal spar by a vehicle with a substantially horizontal Impact surface only when the deformation element is almost completely compressed and the stand is already tilted at a slight angle becomes. It is thus ensured that the application of force over a large impact energy range only with a small lever, which is due to the vertical distance of the lower longitudinal spar to the floor is acting on the stand. Only when the deformation element is completely deformed, the Force application over the upper longitudinal spar with a larger one Lever. This way, stands with a lower section modulus than at the state of the Technology used stands are used. Thereby, that the deformation element consists only of one straight circular tube is formed, the manufacturing cost kept low. The fact that according to the invention the upper longitudinal spar sloping downwards running support profile supported on a ground anchor is achieved that not only stabilization the guardrail is done via the stand, but also stabilization in the form of tension within the upper longitudinal bar and the support profile occurs that counteract the application of force.

Advantageous developments of the invention are the subject of subclaims.

The guardrail is at the rear via a Support bracket attached. This allows the outside Legs of the guardrail are supported for rigidity to raise the guardrail itself. this leads to also to a material saving in terms of Guardrail.

This support or increase the rigidity of the Guardrail is thereby in a simple manner according to claim 3 achieved that the support bracket essentially the Shape of a C-profile with outward opening Has legs and the ends of the legs only at the angled end if necessary support specially designed guardrail profile.

It has been shown that the guardrail arrangement according to claim 4 with stands with a C cross-sectional profile be realized in a simple manner, with one Leg of the C cross-sectional profile of the lower and upper Longitudinal spar are screwed to the stand. About the Screw connection ensures that the exchange can be easily carried out from the upper and lower longitudinal spars can. To meet European security standards achieve, it has proven advantageous that the legs of the C-profile according to claim 5 in parallel run to each other and on the subsequent one Bridge are vertical, the according to claim 6 The end of the leg of the C-profile is bent inwards are.

To keep the manufacturing costs low, it is from Advantage if the lower and / or the upper longitudinal spar of a rectangular profile, preferably commercially available Rectangular profile is formed.

In order to do justice to material savings, this will be Rectangular profile according to claim 8 of a closed Hollow profile formed.

If the rectangular profile according to claim 9 by one in Area of a side wall formed open profile, see above can create a clamp connection between the rectangular profile and provided to the stand by: the slot-like opening of the profile essentially fit a guide and spacer element is. What is achieved via the clamp connection is that easy positioning of the longitudinal bars on the stand is made possible and an exchange as soon as possible can be made.

According to claim 10, the rectangular profile by means of a Pressure plate connected to the stand, so the Power transmission increases, and especially when the pressure plate is non-positively connected to the stand is.

According to claim 11, it is advantageous if the pressure plate in one piece with the guide and spacer element is designed so that the number of components of the Guard rail arrangement per stand kept to a minimum becomes.

According to claim 12, the lower longitudinal spar ends welded to the support profile, this ensures that the overall construction is more stable. The resilience of the guardrail assembly supporting tensile stress of the lower longitudinal beam caused by the interaction of several stands also contributes to the stability of the overall construction at.

To the bottom ends of the support profile with the Console, which is preferably completely embedded in the floor is to guy, is a guy according to Claim 13 provided. That way, you don't have to special support profiles matched to the console can be produced, but it can for example Support profiles corresponding to the upper and lower longitudinal spars are used on the end only Guy element is placed.

According to claim 14, the bracing of the support profile on the console in an advantageous manner by as Guy element trained anchor plate brought about be from the bottom ends of the support profile is carried, on which a draw bolt sits. The Draw bolts are then engaged with the console.

In addition, the draw bolt resiliently supports the console, in particular higher impact loads can be easily intercepted.

According to claim 15, the guy element of one Welded part formed, so changes may be necessary be accomplished in a simple manner.

The European safety standards for restraint systems on roads, it has to be an advantage proven when the stand is standard a C-125 profile with a length of at least 2400 mm and the lower and / or upper longitudinal spar a box profile with the dimensions 150 * 180 mm preferably with a length of 3998 mm and the deformation element in the form of a circular tube the dimension ⊘ 139.7 mm * 4 mm.

Further details, aspects and advantages of the present Invention result from the following description with reference to the drawings.

It shows:

Fig. 1
a schematic representation of the guardrail arrangement according to the invention;
Fig. 2
a side view in the form of a sectional view of the guardrail assembly according to the invention;
Fig. 3a
a front view of the guardrail assembly according to the present invention;
Fig. 3b
a plan view of the guardrail assembly according to the invention;
Fig. 4a
a front view of the left part of the guardrail arrangement according to FIG. 3a;
Fig. 4b
a more detailed representation of the bottom bracing of the support profile;
5a, 5b
a front view and a plan view of the central region of the guard rail arrangement according to the invention according to FIG.
6a, 6b, 6c
the known guardrail arrangement according to DE 4224998 C1;

As shown in Fig. 1, the invention Guardrail assembly 1 at least one stand 3 on which an upper longitudinal beam 5 and a lower Longitudinal beam 7 are attached directly, which are preferably in Form of a box profile with the dimensions 150 * 180 mm are trained. On the lower longitudinal spar 7 Guardrail or guardrail 9 via at least one deformation element 11 attached. The deformation elements 11 are preferably in one with the stands 3 forming Arranged plane that is perpendicular to the longitudinal direction of the Guardrail arrangement is arranged. That `s how it is possible that both several and fewer deformation elements 11 in the spaces between neighboring Stands are provided. As clearly seen in Fig. 1 is preferably in the form of a C-profile trained stand 3 just rammed into the ground.

2 is a side view of the invention Guardrail assembly 1 shown. Herein is more detailed shown that the upper and lower longitudinal spar 5 and 7 has a slot-like opening 31 and over a clamp connection by means of a pressure plate 13 and a spacer 15 is connected to the stand, preferably screwed using a screw construction SK is. The spacer 15 is preferred fit in the slot-like opening 31.

The lower and / or upper longitudinal spar 5 and 7 is with a leg 17 of the C-profile of the stand 3 connected. The deformation element is on the lower longitudinal spar 7 11 preferably in the form of a circular tube attached via a screw construction SK. In this 2 is the guardrail 9 by means of a support bracket 21 on the deformation element 11 attached, preferably screwed. To the European It has to meet security standards proven to be advantageous if the stand 3 as a C-125 profile preferably HS = 1140 mm substantially perpendicular protrudes upwards from the floor Bd, the Stand 3 must be rammed into the ground at least 1200 mm got to. In the advantageous embodiment, the Guardrail 9 with its top edge HL = 750 mm from the floor, with the top edge of the box section of the upper longitudinal spar 5 with the dimensions 150 * 180 mm HOL = 1150 mm from the ground. It results thus an overall construction of the invention Guardrail arrangement 1, in which the horizontal Front surface of the guardrail 9 by approx. HS = 380 mm from the stand 3 stands out. For the screw construction between the deformation element with the dimension ⊘ 139.7 mm * 4 mm and the guardrail 9 become M14 hexagon bolts * 40 used, the upper and lower longitudinal spar 5 and 7 with M14 * 30 hexagon screws on the stand 3 via a pressure plate 13 with the dimensions 50 * 10 * 140 mm and a spacer 15 with dimension 50 * 5 * 110mm can be attached. However, it should be emphasized that the total height HS of the stand 3 is variable can be designed.

3a is the overall overview of the invention Guardrail arrangement 1 shown, clearly it can be seen that the end of the upper Longitudinal beam 5 each support profiles running obliquely downwards 23 are provided, which in turn end with Consoles 25 embedded in the floor are braced. In this illustration it is clear that only in the middle area of the guardrail arrangement 1 of the upper longitudinal spar 5 to the lower longitudinal spar 7 or the guardrail 9 is guided at a parallel distance. It has turned out to be advantageous that the console is poured from concrete with the dimension 800 * 800 * 800 mm. 3a is a construction form shown the guardrail arrangement according to the invention, in which the stand 3 spaced apart by 1333 mm are.

3b is a top view of the guardrail assembly 1, wherein it can be clearly seen that the crash barrier 9 is straightforward without major constructive Measures in the area of reinforcement according to the Guardrail assembly introduced and again can be brought out. It can also be clearly seen that the guardrail arrangement according to the invention 1 on the side of the guardrail facing away from the carriageway 9 is arranged. Therefore, no volume the roadway itself. Also in this Representation clearly that the stand 3 in addition to the fastening of the upper longitudinal bar only then are needed if the support profile 23 on the same Height or higher than the guardrail 9 arranged is.

4a essentially shows the course of the support profile 23 and its anchoring using the console 25 in the bottom. This ground anchorage is shown in more detail in FIG. 4b highlighted. You can see that in the console 25 an I-profile 33 is cast that partially protrudes from the console 25. Furthermore, is on the bottom side End of the support profile 23 a guy element 27 especially for box section 150 * Provided 180 mm, which carries a tie bolt 29, the resilient via a washer US, for example in Shape of a disc spring, supported with the I-profile is.

5a is a front view of the central area the guardrail arrangement 1 according to the invention shown, as well as a plan view in Fig. 5b. Here is emphasized that, as shown in Fig. 5b, the individual Stand 3 are spaced by PA = 1333 mm and the Transition point ÜS of the individual upper longitudinal spars 5 with a length of LO = 4000 mm essentially in the middle is arranged to the stand 3. Furthermore, the 5a and 5b clearly that the transition points ÜL the crash barriers 9 to each other on the deformation elements is provided. With the guardrail arrangement according to the invention 1, especially those listed above Dimensions, it was achieved that the European Requirement class or impact severity class H2 met has been. For the assessment of the severity of the collision was left a 900 kg passenger car at an angle of 20 ° and a speed of 103 km / h to the Impact the crash barrier arrangement. As expected, annihilated the deformation elements make up a large proportion impact energy. During the entire redirection phase the vehicle never took one critical dynamic state. Despite the small Compliance of the guardrail arrangement what among other things due to the extremely small system damage was recognizable, the ASI value of ≤ 1.0 was still within the permissible range Area of impact severity level A. It showed that another attempt, in which a 13 ton bus at an angle of 20 ° and a speed of 71 km / h on the guardrail arrangement bounced, a maximum dynamic transverse displacement of only 0.78 m occurred and only showed a permanent deflection of 0.6 m.

Based on this data, it can be assumed that the guardrail arrangement as fall protection, to secure structures at risk of collapse or structures or as a double-sided version narrow median strip is suitable. Because of the design The guardrail arrangement can be technically flawless way a connection to known Standard designs of protective arrangements without problems be valued.

Claims (16)

  1. Guard rail arrangement for roadways, particularly a steel guard rail arrangement, for regionally reinforcing standard crash barrier constructions, for instance on bridges or embankments or support structures at risk of collapse including a crash barrier which is supported by posts and which is connected to at least one post by means of a deformation element and a lower spar, a further upper spar being provided vertically spaced from, and preferably parallel to, the lower longitudinal spar, by means of which adjacent posts are additionally mutually supported, characterised in that
    a) the upper longitudinal spar (5) is directly secured to the at least one post (3) and is supported at its end on a support profile (23), which extends obliquely downwardly to a ground anchor and at which the lower longitudinal spar (7) terminates flush, the support profile (23) being connected to the posts (3) bridged by it,
    b) the deformation element (11) is constituted by a straight circular tube (19) with a substantially vertical axis (AD), and
    c) the lateral spacing (PA) of the posts (3) is in the range between 1.3 and 2m, preferably up to 1.4m.
  2. Guard rail arrangement as claimed in Claim 1, characterised in that the crash barrier is secured at the rear by means of a support bracket (21), which supports the outer limb (17) of the guide beam (9).
  3. Guard rail arrangement as claimed in Claim 2, characterised in that the support bracket (21) has substantially the shape of a C with outwardly diverging limbs (17), the ends of which bear against a bent portion at the end of the crash barrier profile.
  4. Guard rail arrangement as claimed in one of Claims 1 to 3, characterised in that the posts (3) have a C-shaped cross-sectional profile, the lower and upper longitudinal spars (5) and also the support profiles (7) being screwed to a limb (17) of the post profile.
  5. Guard rail arrangement as claimed in Claim 4, characterised in that the limbs (17) of the C profile extend parallel to one another and are perpendicular to the adjoining web.
  6. Guard rail arrangement as claimed in Claim 4 or 5, characterised in that the limbs (17) of the C profile are bent inwardly at the ends.
  7. Guard rail arrangement as claimed in one of Claims 1 to 6, characterised in that the lower and/or upper longitudinal spar (7, 5) is constituted by a rectangular profile.
  8. Guard rail arrangement as claimed in Claim 7, characterised in that the rectangular profile is constituted by a closed hollow profile.
  9. Guard rail arrangement as claimed in Claim 7, characterised in that the rectangular profile is constituted by a profile which is open in the region of a side wall, a guide and spacer element (15) being substantially fittingly received in the slit-like opening (31) in the profile.
  10. Guard rail arrangement as claimed in Claim 8 or 9, characterised in that the rectangular profile is connected to the post (3), preferably in a force-locking manner, by means of a pressure plate (13).
  11. Guard rail arrangement as claimed in Claim 10, characterised in that the pressure plate (13) is constructed integrally with the guide and spacer element.
  12. Guard rail arrangement as claimed in one of Claims 1 to 11, characterised in that the lower longitudinal spar is welded at its ends to the support profile (23).
  13. Guard rail arrangement as claimed in one of Claims 1 to 12, characterised in that the ground ends of the support profile are anchored by means of a terminal element (17) to a support (25) set into the ground.
  14. Guard rail arrangement as claimed in Claim 13, characterised in that the ground ends of the support profile (23) carry an anchor plate constructed as a terminal element on which a tension bolt is located which bears resiliently against the support (25).
  15. Guard rail arrangement as claimed in Claim 13 or 14, characterised in that the terminal element (27) is constituted by a welded component.
  16. Guard rail arrangement as claimed in one of Claims 1 to 15, characterised in that in accordance with the standard the posts (3) have a C 125-profile with a length of at least 2400 mm and the lower and/or upper longitudinal spar (7, 5) has a box profile of 150 x 180 mm, preferably with a length of 3998 mm, the deformation element (11) in the form of a circular tube having the dimension ⊘ 139.7 mm x 4 mm.
EP97901032A 1996-01-16 1997-01-15 Protective beam arrangement Expired - Lifetime EP0874940B1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE19601377 1996-01-16
DE1996101377 DE19601377A1 (en) 1996-01-16 1996-01-16 Guardrail arrangement
PCT/EP1997/000156 WO1997026411A1 (en) 1996-01-16 1997-01-15 Protective beam arrangement

Publications (2)

Publication Number Publication Date
EP0874940A1 EP0874940A1 (en) 1998-11-04
EP0874940B1 true EP0874940B1 (en) 1999-09-22

Family

ID=7782889

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97901032A Expired - Lifetime EP0874940B1 (en) 1996-01-16 1997-01-15 Protective beam arrangement

Country Status (6)

Country Link
EP (1) EP0874940B1 (en)
AT (1) AT184942T (en)
DE (1) DE19601377A1 (en)
ES (1) ES2139437T3 (en)
TR (1) TR199801329T2 (en)
WO (1) WO1997026411A1 (en)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
DE102016119838A1 (en) 2016-10-18 2018-04-19 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG Vehicle restraint system

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DE19907954B4 (en) * 1999-02-01 2011-01-20 Sps Schutzplanken Gmbh Passive protection device
FR2793501B1 (en) * 1999-05-12 2001-07-13 Profiles Du Ct Device for mounting a security slide on vertical floor mounting supports
AT242824T (en) * 1999-06-14 2003-06-15 Spig Schutzplanken Prod Gmbh Guard rail arrangement
FR2843762B1 (en) * 2002-08-20 2011-07-29 Jean Claude Frederic Dupuis Safety barrier for vehicle traffic paths, comprising deformable retractors
DE102005020917A1 (en) * 2005-05-04 2006-11-09 Studiengesellschaft für Stahlschutzplanken eV Guard rail arrangement
ES2297973B1 (en) * 2005-06-03 2009-07-20 Ferrovial Agroman, S.A. Security bar.
ES1060699Y (en) * 2005-07-06 2006-02-01 Hierros Y Aplanaciones S A Hia Continuous metal system for applicable safety barriers as protection for motorcycles composed by a continuous continuous horizontal metal screen subjected to the barrier through metal arms arranged at regular intervals
GB2428725A (en) * 2005-08-02 2007-02-07 Corus Uk Ltd Roadside traffic barrier
EP1793042A1 (en) * 2005-12-01 2007-06-06 Tubosider S.p.A. Impact-resistant beam for guardrail-type crash barriers
ES2325670B1 (en) * 2006-10-11 2010-06-11 Ferrovial Agroman, S.A. Security bar.
ES2279734B2 (en) * 2007-01-19 2008-11-01 Hierros Y Aplanaciones, S.A. (Hiasa) Safety barrier for mixed wood and metal roads for containing side impact of vehicles, with aesthetic qualities and capacity of containment and redirection.
DE202008009832U1 (en) 2008-07-22 2008-10-09 Studiengesellschaft Für Stahlschutzplanken E.V. Guard rail arrangement
DE202009003752U1 (en) 2009-03-17 2009-05-20 Studiengesellschaft Für Stahlschutzplanken E.V. Guard rail system for roadways and transitional structure for this purpose
DE102009044721A1 (en) 2009-12-01 2011-06-09 Studiengesellschaft für Stahlschutzplanken eV Protective plank system for safety of dangerous places by at lane edge, comprises safety device which is sectionally arranged in area of dangerous place of formed object for lane-lateral protective plank arrangement
DE202010000658U1 (en) 2010-01-07 2010-04-15 Studiengesellschaft Für Stahlschutzplanken E.V. Guard rail arrangement
DE202010008100U1 (en) 2010-07-16 2010-09-30 Studiengesellschaft Für Stahlschutzplanken E.V. Safety barrier system, in particular for use as a temporary removable barrier to traffic areas
DE102015115767A1 (en) 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Guard rail system with offset axes
DE102015115764A1 (en) 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Guard rail system and assembly method for such
DE102015115768A1 (en) 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Guard rail system with different intervals

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GB1141012A (en) * 1965-06-19 1969-01-22 Nat Res Dev Improvements in or relating to safety fences
FR1605025A (en) * 1968-09-16 1972-08-28
AT378798B (en) * 1980-09-11 1985-09-25 Austria Metall Fuse for the end of road guide rails angled to earth
DE3809896C2 (en) * 1988-03-24 1991-09-05 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De
DE4224998C1 (en) * 1992-07-29 1993-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016119838A1 (en) 2016-10-18 2018-04-19 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG Vehicle restraint system

Also Published As

Publication number Publication date
EP0874940A1 (en) 1998-11-04
AT184942T (en) 1999-10-15
ES2139437T3 (en) 2000-02-01
DE19601377A1 (en) 1997-07-17
WO1997026411A1 (en) 1997-07-24
TR199801329T2 (en) 1998-10-21

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