EP0924347B1 - Safety barrier terminal for motorway guard-rail - Google Patents
Safety barrier terminal for motorway guard-rail Download PDFInfo
- Publication number
- EP0924347B1 EP0924347B1 EP97830691A EP97830691A EP0924347B1 EP 0924347 B1 EP0924347 B1 EP 0924347B1 EP 97830691 A EP97830691 A EP 97830691A EP 97830691 A EP97830691 A EP 97830691A EP 0924347 B1 EP0924347 B1 EP 0924347B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- terminal
- post
- breakable
- segments
- road safety
- 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
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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
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—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
- E01F15/143—Protecting devices located at the ends of barriers
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/02—Continuous barriers extending along roads or between traffic lanes
- E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
- E01F15/0461—Supports, e.g. posts
Definitions
- Safety barriers of the "guard-rail” type are currently known, which comprise a horizontal, longitudinal member, or stringer, which may consist of a strip of corrugated sheet iron mounted on uprights or posts.
- stringer which may consist of a strip of corrugated sheet iron mounted on uprights or posts.
- These safety barriers present quite safe and predictable results in the event of impact of a vehicle at angles of trajectory which are not too wide with respect to the longitudinal extent of the barrier.
- a widely adopted solution consists in setting the terminal segment of the barrier inclined downwards to the ground; this prevents a head-on collision of a vehicle with an end of the barrier at a dangerous height, but may cause the vehicle to leave the ground and even reach dangerous heights.
- barrier terminals that are able to absorb energy by means of telescoping, said terminals comprising various barrier segments which are fastened to one another in longitudinal succession by means of calibrated bolts engaged in slots in the segments; the barrier is double at least at the terminal portion, and each couple of parallel segments of the guard-rail are supported by a wooden post, which has a through hole at a certain height so as to be able to withstand impacts that are transverse to the barrier but to break under an impact of preset magnitude that is longitudinal to the barrier.
- the impact of a vehicle against the terminal causes the screws and posts to break, and the sections to telescope one over another.
- the known terminals of this type are widely used in some states of the United States, however, they have the drawback that, since a particularly high-priced type of wood must be used, the cost of such barriers is relatively high already when the wood is locally available; if they were to be transported as they are to other areas, the cost of the posts would be prohibitive, also considering that it is not possible to restore them after impact. In addition, the stiffness of the posts is anyway excessive and relatively dangerous.
- the state of the art also includes a safety barrier for motorways made of a single strip of curved section on the end of which is mounted a widened headpiece provided with a system of rollers.
- a safety barrier for motorways made of a single strip of curved section on the end of which is mounted a widened headpiece provided with a system of rollers.
- a variant of this system comprises a terminal with headpiece equipped with particular knives, which, in the event of impact of a vehicle, runs along the strip of the guard-rail so that the knives cut the guard-rail up into thin slices.
- the absorption of energy is provided by the longitudinal cutting of the strip.
- shock-attenuators are devices that are set to protect a particular object, which is considered to be dangerous or to be in a dangerous position for traffic. Shock-attenuators differ from terminals in that they present better performance and higher costs. In fact, a terminal functions only in so far as it is connected to a safety barrier, whereas a shock-attenuator may function even when it is isolated, protecting a dangerous but relatively narrow obstacle, such as the pier of a bridge or the end of a low wall.
- the aim of this invention is to make a terminal for road safety barriers which enables good absorption of energy in the event of impact, good retention of the vehicle, and hence provides a good level of safety, and at the same time may be made and restored at acceptable costs.
- the new terminal comprises a longitudinally extended strip made up of a number of barrier segments provided with elongated slots in which screws for joining the segments together are screwed at a calibrated tightening torque; it further comprises a headpiece of the terminal applied on an outermost segment; each segment is mounted on an upright or post, which is made up of two half-posts, the bottom one of which is driven into the ground for a substantial portion of its height, and the top one is mounted on the bottom one by means of a predictably breakable transverse pin, i.e. a pin having a preset breaking strength, and preferably presenting a groove which engages with a peg of the bottom half-post.
- a predictably breakable transverse pin i.e. a pin having a preset breaking strength
- a tie rod is mounted, which comprises in its lenght a weakened section with a predictable or preset breaking strength.
- the headpiece comprises a plate which is set transverse to the longitudinal extension of the barrier and is provided with a protruding frame for retention of the vehicle, so as to prevent a vehicle that hits the terminal from sliding sideways without being able to exploit the absorption of energy provided by the terminal.
- the new terminal enables a good absorption of energy, and hence a considerable degree of safety, for a vehicle in the event of impact of the latter against the terminal with a substantial component of force parallel to the longitudinal extent of the barrier or guard-rail.
- it has relatively reasonable production and installation costs, and it may be restored rapidly and at reasonable costs.
- a safety terminal for road safety barriers is indicated as a whole by reference 10 in the figures and is suitable for being applied to the ends of road safety barriers of the guard-rail type, which comprise one or more strips of corrugated sheet metal supported by uprights or posts.
- the terminal 10 basically comprises a number of segments 12 of elastic metal strip, each of which is referenced 12a, 12b, 12c, ... respectively, starting from the outermost segment 12a.
- Each of the segments 12a, 12b, 12c, ..., as may be seen in Figures 3, 11 and 12, comprises a corrugated metal strip with double corrugation, with longitudinal slits or slots aligned in two parallel rows, referenced 13 and 14 respectively.
- the slots 13 of one row and the slots 14 of the other row are mutually staggered in a longitudinal direction.
- the segments of corrugated section bar, 12a, 12b, 12c are fastened together, in a per se known way, by means of bolts 15.
- a supporting upright or post is provided, respectively referenced 18a, 18b, 18c, etc., whilst the reference 18 indicates an end upright which supports a headpiece 20 applied to the end segment 12a.
- Each upright or post comprises a bottom half-post and a top half-post, respectively referenced 18' and 18" for the post 18, 18'a and 18"a for the post 18a, and likewise 18'b and 18"b for the post 18b, and 18'c and 18"c for the post 18c.
- the bottom half-posts have a bottom retaining rod or peg 16 and, set at the top, a predictably breakable pin 17, i.e. a pin having a preset breaking strength, upon which the top half-post engages.
- the pin 17 passes through registering holes of the bottom half-post and in the top half-post, whilst rod 16 is engaged in a recess 16' of the top half-post.
- the bottom half-post is made of I-section and the top half-post of channel section, whilst reinforcements 19 are provided along the flanges of the metal section which forms the top half-post.
- the tie rod 30 is stretched which is anchored with one end thereof on the bottom half-post 18' of 18 and with the other end thereof on the top half-post 18''a.
- the tie rod 30 generally comprises a cable portion, a tensioning device which is per se known, and preferably comprises a predictably breakable plate 32, i.e. a plate having a preset breaking strength, generally consisting, as may be seen from Figures 9 and 10, of a metal plate with one narrow portion 33.
- the head or headpiece 20 ( Figures 5, 11 and 12) comprises an end plate, referenced 22, which is substantially orthogonal to the longitudinal extent of the barrier and fastened to the end of the end segment of metal section 12a by means of a bottom bracket 24 and an oblique arm 25.
- the plate 22 comprises a restraining projection 26 set around the perimeter of the plate close to the latter's periphery.
- the said restraining projection has the purpose of restraining a vehicle which collides against the headpiece so as to prevent any lateral displacements of the vehicle that might cause it to swerve and thus fail to exploit the possibilities of absorption of energy of the safety terminal, with consequent greater risks.
- the restraining projection generally consists of a bent metal sheet welded to the base plate 22.
- the new terminal for guard-rails or road safety barriers is mounted with the uprights driven into the ground almost up to the full height of the bottom half-posts 18', 18'a, etc., as is indicated by the dashed line S in Figures 1, 3 and 4.
- the energy of impact is substantially dissipated by the frictional force between the elements 12a, 12b, etc., by the breaking of the bridges that separate the slots of the said elements; by the breaking of the breakable plate 32; and by the breaking of the pegs 17 of the uprights.
- the terminal may be restored relatively easily by replacing the barrier elements 12, 12a, etc. that have been deformed, by replacing the tie-rod element 30, by replacing the calibrated pins 17, and by restoring the top half-posts on them.
Abstract
Description
- This invention refers to the field of safety barriers, or guard-rails, for use on roads or motorways. Safety barriers of the "guard-rail" type are currently known, which comprise a horizontal, longitudinal member, or stringer, which may consist of a strip of corrugated sheet iron mounted on uprights or posts. These safety barriers present quite safe and predictable results in the event of impact of a vehicle at angles of trajectory which are not too wide with respect to the longitudinal extent of the barrier. However, for reasons of convenient access to the roadway or for other reasons, it is unthinkable to build a continuous guard-rail all along a road between the points of start and arrival of the road itself. Consequently, the guard-rail will inevitably be built in more or less long stretches that have end portions. Whilst statistics have shown a rather satisfactory behaviour of the guard-rail in the case of impact against an intermediate portion thereof, they have also shown an increasing incidence of impact of vehicles against the end parts, or terminals, of the barrier, having consequences that are almost always serious or tragic because the stiffness of the barrier is high in its longitudinal direction, and because of the very high kinetic energy, due to the whole speed of the vehicle. In addition, the height of the ends may be dangerous.
- Consequently, in more recent times, attention has been directed to the problem of shock absorption in the case of head-on impact against a safety barrier.
- A widely adopted solution consists in setting the terminal segment of the barrier inclined downwards to the ground; this prevents a head-on collision of a vehicle with an end of the barrier at a dangerous height, but may cause the vehicle to leave the ground and even reach dangerous heights.
- Other currently known solutions (US-A-4 838 523) involve barrier terminals that are able to absorb energy by means of telescoping, said terminals comprising various barrier segments which are fastened to one another in longitudinal succession by means of calibrated bolts engaged in slots in the segments; the barrier is double at least at the terminal portion, and each couple of parallel segments of the guard-rail are supported by a wooden post, which has a through hole at a certain height so as to be able to withstand impacts that are transverse to the barrier but to break under an impact of preset magnitude that is longitudinal to the barrier. The impact of a vehicle against the terminal causes the screws and posts to break, and the sections to telescope one over another. The known terminals of this type are widely used in some states of the United States, however, they have the drawback that, since a particularly high-priced type of wood must be used, the cost of such barriers is relatively high already when the wood is locally available; if they were to be transported as they are to other areas, the cost of the posts would be prohibitive, also considering that it is not possible to restore them after impact. In addition, the stiffness of the posts is anyway excessive and relatively dangerous.
- The state of the art also includes a safety barrier for motorways made of a single strip of curved section on the end of which is mounted a widened headpiece provided with a system of rollers. In the event of collision of a vehicle against the end, i.e., against the headpiece, of the terminal, this headpiece slides along the metal strip, flattening it out as it goes; the absorption of energy is provided by the deformation of the metal strip.
- A variant of this system comprises a terminal with headpiece equipped with particular knives, which, in the event of impact of a vehicle, runs along the strip of the guard-rail so that the knives cut the guard-rail up into thin slices. In this case, the absorption of energy is provided by the longitudinal cutting of the strip.
- These latter two systems present the drawback that they are difficult to calibrate, and anyway costly.
- The state of the art also comprises so-called shock-attenuators. These are devices that are set to protect a particular object, which is considered to be dangerous or to be in a dangerous position for traffic. Shock-attenuators differ from terminals in that they present better performance and higher costs. In fact, a terminal functions only in so far as it is connected to a safety barrier, whereas a shock-attenuator may function even when it is isolated, protecting a dangerous but relatively narrow obstacle, such as the pier of a bridge or the end of a low wall.
- The aim of this invention is to make a terminal for road safety barriers which enables good absorption of energy in the event of impact, good retention of the vehicle, and hence provides a good level of safety, and at the same time may be made and restored at acceptable costs.
- These aims have been achieved with a terminal as described in Claim 1 attached. Further new and advantageous characteristics are described in the subsequent claims.
- The new terminal comprises a longitudinally extended strip made up of a number of barrier segments provided with elongated slots in which screws for joining the segments together are screwed at a calibrated tightening torque; it further comprises a headpiece of the terminal applied on an outermost segment; each segment is mounted on an upright or post, which is made up of two half-posts, the bottom one of which is driven into the ground for a substantial portion of its height, and the top one is mounted on the bottom one by means of a predictably breakable transverse pin, i.e. a pin having a preset breaking strength, and preferably presenting a groove which engages with a peg of the bottom half-post. According to a further characteristic of the invention, at least between the bottom half-post, which supports the end segment and/or the headpiece, and the adjacent top half-post a tie rod is mounted, which comprises in its lenght a weakened section with a predictable or preset breaking strength.
- According to a further characteristic, the headpiece comprises a plate which is set transverse to the longitudinal extension of the barrier and is provided with a protruding frame for retention of the vehicle, so as to prevent a vehicle that hits the terminal from sliding sideways without being able to exploit the absorption of energy provided by the terminal.
- The new terminal enables a good absorption of energy, and hence a considerable degree of safety, for a vehicle in the event of impact of the latter against the terminal with a substantial component of force parallel to the longitudinal extent of the barrier or guard-rail. In addition, it has relatively reasonable production and installation costs, and it may be restored rapidly and at reasonable costs.
- An exemplary explanatory unrestrictive embodiment of the invention will be described in below, with reference to the attached drawings, in which:
- Figure 1 is a broken-away side view, in reduced scale, of a motorway safety barrier terminal according to the present invention;
- Figure 2 is a top plan view with respect to Figure 1;
- Figure 3 is a sectional view according to a plane indicated by 3-3 in Figure 1;
- Figure 4 is a sectional view according to a plane indicated by 4-4 in Figure 1;
- Figure 5 is a view of an end headpiece according to arrow referenced 5 in Figure 1;
- Figure 6 shows enlarged a detail of Figure 1;
- Figure 7 is a sectional view according to a plane indicated by 7-7 in Figure 6;
- Figure 8 is a sectional view according to a plane indicated by 8-8 in Figure 6;
- Figure 9 is a full-size scale representation of a predictably breakable plate, i.e. a plate having a preset breaking strength, of a tie rod of the barrier;
- Figure 10 is a top plan view with respect to Figure 9;
- Figure 11 is an enlarged side view of a terminal headpiece mounted on a barrier end segment;
- Figure 12 is a top plan view with respect to Figure 11.
-
- A safety terminal for road safety barriers is indicated as a whole by
reference 10 in the figures and is suitable for being applied to the ends of road safety barriers of the guard-rail type, which comprise one or more strips of corrugated sheet metal supported by uprights or posts. - The
terminal 10 basically comprises a number ofsegments 12 of elastic metal strip, each of which is referenced 12a, 12b, 12c, ... respectively, starting from theoutermost segment 12a. - Each of the
segments slots 13 of one row and theslots 14 of the other row are mutually staggered in a longitudinal direction. In the area where edge parts of the segments are overlapping, the segments of corrugated section bar, 12a, 12b, 12c are fastened together, in a per se known way, by means ofbolts 15. The bolts are tightened with a calibrated tightening torque, whilst the sheet metal bridges between each slot and the next one are sized so as to collapse at a preset applied force when the bolts pass through them. At each segment, 12a, 12b, 12c, etc., a supporting upright or post is provided, respectively referenced 18a, 18b, 18c, etc., whilst thereference 18 indicates an end upright which supports aheadpiece 20 applied to theend segment 12a. Each upright or post comprises a bottom half-post and a top half-post, respectively referenced 18' and 18" for thepost 18, 18'a and 18"a for thepost 18a, and likewise 18'b and 18"b for thepost 18b, and 18'c and 18"c for thepost 18c. The bottom half-posts have a bottom retaining rod orpeg 16 and, set at the top, a predictablybreakable pin 17, i.e. a pin having a preset breaking strength, upon which the top half-post engages. In particular, thepin 17 passes through registering holes of the bottom half-post and in the top half-post, whilstrod 16 is engaged in a recess 16' of the top half-post. In the embodiment shown, the bottom half-post is made of I-section and the top half-post of channel section, whilstreinforcements 19 are provided along the flanges of the metal section which forms the top half-post. - Between the first upright 18 and the second upright 18a a
tie rod 30 is stretched which is anchored with one end thereof on the bottom half-post 18' of 18 and with the other end thereof on the top half-post 18''a. Thetie rod 30 generally comprises a cable portion, a tensioning device which is per se known, and preferably comprises a predictablybreakable plate 32, i.e. a plate having a preset breaking strength, generally consisting, as may be seen from Figures 9 and 10, of a metal plate with onenarrow portion 33. - The head or headpiece 20 (Figures 5, 11 and 12) comprises an end plate, referenced 22, which is substantially orthogonal to the longitudinal extent of the barrier and fastened to the end of the end segment of
metal section 12a by means of abottom bracket 24 and anoblique arm 25. Theplate 22 comprises arestraining projection 26 set around the perimeter of the plate close to the latter's periphery. The said restraining projection has the purpose of restraining a vehicle which collides against the headpiece so as to prevent any lateral displacements of the vehicle that might cause it to swerve and thus fail to exploit the possibilities of absorption of energy of the safety terminal, with consequent greater risks. - The restraining projection generally consists of a bent metal sheet welded to the
base plate 22. - As has been said, the new terminal for guard-rails or road safety barriers is mounted with the uprights driven into the ground almost up to the full height of the bottom half-
posts 18', 18'a, etc., as is indicated by the dashed line S in Figures 1, 3 and 4. When a vehicle hits the terminal with a component of force that is substantially longitudinal to the barrier, the energy of impact is substantially dissipated by the frictional force between theelements breakable plate 32; and by the breaking of thepegs 17 of the uprights. - After impact, the terminal may be restored relatively easily by replacing the
barrier elements rod element 30, by replacing thecalibrated pins 17, and by restoring the top half-posts on them.
Claims (9)
- A terminal for road safety barrier comprising:
barrier segments (12a, 12b, 12c, ...) provided with slots set one longitudinally with respect to the other in a double row (13, 14), separated in each row by predictably breakable bridges, the said barrier segments being connected together by means of bolts (15) passing in said slots, the said segments being supported on breakable uprights in such a way that, for an impact against said terminal having a force or a component of force or a level of energy higher than a preset threshold, the said segments may slide over one another, thus dissipating energy, and the said uprights may break;
characterised in that
each of said breakable uprights (18, 18a, 18b, 18c, ...) comprises a bottom half-post and a top half-post (18", 18''a, 18"b, 18"c, ...) separated from the bottom half-post, of which the top half-post is constrained to the bottom one by means of a breakable system (16, 17) comprising a breakable through-pin (17) oriented substantially perpendicular to the barrier segments, and in that the endmost segment (12a) carries a headpiece (20). - A terminal for road safety barrier according to Claim 1, characterized in that the said breakable system further comprises a peg and a peg-engaging surface on opposed half-posts.
- A terminal according to Claim 1, characterized in that the bottom half-posts are buried for a substantial part of their height in the ground.
- A terminal for road safety barrier according to Claim 1, characterized in that in said barrier segments the slots are not continuous but are interrupted by breakable bridges having a preset breaking strength.
- A terminal for road safety barrier according to Claim 1, characterized in that in said barrier segments the slots (13) of one row and the slots (14) of the other row are longitudinally staggered with respect to one another.
- A terminal for road safety barrier according to Claim 1, characterized in that at least between one bottom half-post (18') of one upright (18) and one top half-post (18"a) of the adjacent upright (18a) a breakable tie-rod (30) is stretched having a preset breaking strength.
- A terminal for road safety barrier according to Claim 6, characterized in that the said tie-rod (30) comprises a cable portion and a breakable plate (32) having a preset breaking strength.
- A terminal for road safety barrier according to Claim 1, characterized in that the said headpiece (20) comprises an end plate (22) that is set substantially transverse to the longitudinal extent of the barrier and is equipped with a vehicle restraining projection or protruding edge (26).
- A terminal for road safety barrier according to Claim 8, characterized in that the said restraining edge (26) is extended around the perimeter of the plate (22) at a short distance therefrom.
Priority Applications (14)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT97830691T ATE260373T1 (en) | 1997-12-22 | 1997-12-22 | SAFETY TRANSMITTER SYSTEM FOR GUARD GUARDS |
PT97830691T PT924347E (en) | 1997-12-22 | 1997-12-22 | SECURITY BARRIER TERMINAL FOR SELF-ROAD SAFETY GUARDS |
ES97830691T ES2215219T3 (en) | 1997-12-22 | 1997-12-22 | SAFETY BARRIER FOR HIGHWAY PRETIL. |
DE1997627815 DE69727815T2 (en) | 1997-12-22 | 1997-12-22 | Safety end system for crash barriers |
DK97830691T DK0924347T3 (en) | 1997-12-22 | 1997-12-22 | Safety barrier end piece for a motorway guard |
EP97830691A EP0924347B1 (en) | 1997-12-22 | 1997-12-22 | Safety barrier terminal for motorway guard-rail |
KR1019997007633A KR20000075573A (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
BR9807715-5A BR9807715A (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for highway safety rail |
EP98965283A EP0968333A1 (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
PCT/EP1998/008325 WO1999032728A1 (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
CN98802701A CN1248307A (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
JP53332699A JP2001513160A (en) | 1997-12-22 | 1998-12-18 | End of safety barrier for motorway guardrail |
AU20545/99A AU2054599A (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
CA002280017A CA2280017A1 (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP97830691A EP0924347B1 (en) | 1997-12-22 | 1997-12-22 | Safety barrier terminal for motorway guard-rail |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0924347A1 EP0924347A1 (en) | 1999-06-23 |
EP0924347B1 true EP0924347B1 (en) | 2004-02-25 |
Family
ID=8230907
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97830691A Expired - Lifetime EP0924347B1 (en) | 1997-12-22 | 1997-12-22 | Safety barrier terminal for motorway guard-rail |
EP98965283A Withdrawn EP0968333A1 (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP98965283A Withdrawn EP0968333A1 (en) | 1997-12-22 | 1998-12-18 | Safety barrier terminal for motorway guard-rail |
Country Status (13)
Country | Link |
---|---|
EP (2) | EP0924347B1 (en) |
JP (1) | JP2001513160A (en) |
KR (1) | KR20000075573A (en) |
CN (1) | CN1248307A (en) |
AT (1) | ATE260373T1 (en) |
AU (1) | AU2054599A (en) |
BR (1) | BR9807715A (en) |
CA (1) | CA2280017A1 (en) |
DE (1) | DE69727815T2 (en) |
DK (1) | DK0924347T3 (en) |
ES (1) | ES2215219T3 (en) |
PT (1) | PT924347E (en) |
WO (1) | WO1999032728A1 (en) |
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WO2010114693A1 (en) | 2009-03-31 | 2010-10-07 | Energy Absorption Systems, Inc. | Guardrail assembly, breakaway support post for a guardrail and methods for the assembly and use thereof |
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KR20110004896A (en) * | 2008-05-05 | 2011-01-14 | 더 텍사스 에이 & 엠 유니버시티 시스템 | Guardrail safety system for dissipating energy to decelerate the impacting vehicle |
US8424849B2 (en) | 2008-06-04 | 2013-04-23 | Axip Limited | Guardrail |
KR100970934B1 (en) * | 2009-12-04 | 2010-07-20 | 도아기업 주식회사 | Vehicle protection fence |
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US8905382B2 (en) | 2011-02-01 | 2014-12-09 | Energy Absorption Systems, Inc. | End terminal |
JP5655053B2 (en) * | 2012-03-29 | 2015-01-14 | エナジー アブソープション システムス インコーポレイテッド | End terminal and method of assembling and using the terminal |
WO2014066350A2 (en) | 2012-10-24 | 2014-05-01 | Energy Absorption Systems, Inc. | Frangible post for highway barrier end terminals |
KR101471067B1 (en) * | 2014-07-15 | 2014-12-10 | 동아에스텍 주식회사 | Reinforcement Structure of the End of the Median |
CA3035009A1 (en) | 2015-11-18 | 2017-05-26 | Troy Wheeler Contracting Limited | A guardrail |
CN105625225B (en) * | 2016-03-15 | 2018-05-22 | 青岛理工大学 | Anti- puncture isolation guardrail |
CN106917370B (en) * | 2017-03-21 | 2019-05-28 | 安徽卓航展示用品有限公司 | Anticollision barrier |
AT521770B1 (en) * | 2018-07-24 | 2020-05-15 | Kirchdorfer Fertigteilholding Gmbh | STAND FOR A VEHICLE RESTRAINT SYSTEM |
CN110629705B (en) * | 2019-08-23 | 2021-07-23 | 浙江恒则熙交通科技有限公司 | Anti-collision road guardrail |
CN112962496B (en) * | 2021-02-22 | 2022-10-18 | 杭州卿安电子商务有限公司 | Vehicle anti-collision device convenient to replace and used for road and bridge |
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DE7725122U1 (en) * | Lehmann, Hans-Joachim, 1000 Berlin | |||
CH542957A (en) * | 1972-04-06 | 1973-10-15 | Walser & Co | Car lane delimitation device |
GB1375318A (en) * | 1973-03-13 | 1974-11-27 | ||
GB2023695A (en) * | 1978-04-28 | 1980-01-03 | Transport Secretary Of State F | Crash barriers |
US4278228A (en) * | 1980-05-12 | 1981-07-14 | Gte Products Corporation | Collapsible support structures |
US4678166A (en) * | 1986-04-24 | 1987-07-07 | Southwest Research Institute | Eccentric loader guardrail terminal |
EP0245042B1 (en) * | 1986-05-01 | 1990-07-25 | Energy Absorption Systems, Inc. | Highway barrier |
US4928928A (en) * | 1988-01-12 | 1990-05-29 | The Texas A&M University System | Guardrail extruder terminal |
DE8802588U1 (en) * | 1988-02-27 | 1988-04-14 | Fa. August Grote, 5884 Halver, De | |
US4838523A (en) * | 1988-07-25 | 1989-06-13 | Syro Steel Company | Energy absorbing guard rail terminal |
FR2647824B1 (en) * | 1989-05-30 | 1992-02-21 | Profilafroid Travaux Publics | DOUBLE HIGHWAY SAFETY BARRIER |
-
1997
- 1997-12-22 DK DK97830691T patent/DK0924347T3/en active
- 1997-12-22 PT PT97830691T patent/PT924347E/en unknown
- 1997-12-22 DE DE1997627815 patent/DE69727815T2/en not_active Expired - Lifetime
- 1997-12-22 AT AT97830691T patent/ATE260373T1/en active
- 1997-12-22 ES ES97830691T patent/ES2215219T3/en not_active Expired - Lifetime
- 1997-12-22 EP EP97830691A patent/EP0924347B1/en not_active Expired - Lifetime
-
1998
- 1998-12-18 CA CA002280017A patent/CA2280017A1/en not_active Abandoned
- 1998-12-18 KR KR1019997007633A patent/KR20000075573A/en not_active Application Discontinuation
- 1998-12-18 BR BR9807715-5A patent/BR9807715A/en not_active Application Discontinuation
- 1998-12-18 CN CN98802701A patent/CN1248307A/en active Pending
- 1998-12-18 AU AU20545/99A patent/AU2054599A/en not_active Abandoned
- 1998-12-18 EP EP98965283A patent/EP0968333A1/en not_active Withdrawn
- 1998-12-18 JP JP53332699A patent/JP2001513160A/en active Pending
- 1998-12-18 WO PCT/EP1998/008325 patent/WO1999032728A1/en not_active Application Discontinuation
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2010114693A1 (en) | 2009-03-31 | 2010-10-07 | Energy Absorption Systems, Inc. | Guardrail assembly, breakaway support post for a guardrail and methods for the assembly and use thereof |
Also Published As
Publication number | Publication date |
---|---|
CA2280017A1 (en) | 1999-07-01 |
EP0924347A1 (en) | 1999-06-23 |
WO1999032728A1 (en) | 1999-07-01 |
BR9807715A (en) | 2000-02-15 |
KR20000075573A (en) | 2000-12-15 |
EP0968333A1 (en) | 2000-01-05 |
JP2001513160A (en) | 2001-08-28 |
ES2215219T3 (en) | 2004-10-01 |
PT924347E (en) | 2004-07-30 |
CN1248307A (en) | 2000-03-22 |
DK0924347T3 (en) | 2004-07-26 |
AU2054599A (en) | 1999-07-12 |
DE69727815D1 (en) | 2004-04-01 |
DE69727815T2 (en) | 2005-01-13 |
ATE260373T1 (en) | 2004-03-15 |
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