EP1184515B1 - Schutzeinrichtung für Fahrbahnen versehen mit mindenstens einem Schutzschirm - Google Patents

Schutzeinrichtung für Fahrbahnen versehen mit mindenstens einem Schutzschirm Download PDF

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Publication number
EP1184515B1
EP1184515B1 EP01402217A EP01402217A EP1184515B1 EP 1184515 B1 EP1184515 B1 EP 1184515B1 EP 01402217 A EP01402217 A EP 01402217A EP 01402217 A EP01402217 A EP 01402217A EP 1184515 B1 EP1184515 B1 EP 1184515B1
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EP
European Patent Office
Prior art keywords
rail
screen
safety barrier
attached
barrier according
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EP01402217A
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English (en)
French (fr)
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EP1184515A1 (de
Inventor
Jean-Claude Frédéric Dupuis
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Sec Envel Sarl
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Sec Envel Sarl
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Publication of EP1184515A1 publication Critical patent/EP1184515A1/de
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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
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts

Definitions

  • the present invention relates to safety barriers which are placed along vehicle taxiways and which comprise at least one rail parallel to the ground and vertical supports.
  • the present invention deviates quite well from known solutions and makes it possible to produce protective screens which are easy to mount and which benefit from the same energy absorption effects, without elasticity, as the approved barrier rails.
  • the subject of the invention is a safety barrier intended to be arranged along vehicle taxiways, which comprises at least one horizontal rail which is fastened to vertical supports and which furthermore comprises a lower screen called protection "having two edges respectively upper and lower, and intended to oppose the passage under the smooth of a vehicle with two wheels accident, sliding flat on the taxiway and / or its user fallen to the ground, characterized in that the lower protection screen is connected to the barrier only by being suspended by arms which extend above the upper edge of the lower screen and which are fixed to the single arm or that of the rails which is closest to the ground, the lower screen extending freely, without any attachment other than that of the arms, in a substantially vertical mid-plane located well below the vertical supports x for an observer located on the taxiway, said arms being made of a material and of dimensions such that they constitute elements functional barrier, calibrated to flex non-elastically and let the lower screen pivot with resistance, under the effect of a significant shock that this screen receives in a traffic accident.
  • the invention also relates to a safety barrier intended to be arranged along vehicle taxiways, which comprises at least one horizontal rail subject to vertical supports and which further comprises a lower screen called "protection" presenting two edges respectively upper and lower, and intended to oppose the passage under the smooth of a two-wheeled vehicle accident, sliding flat on the taxiway and / or its user fallen to the ground, in which the screen lower protection is connected to the barrier only by being suspended by arms that extend above the upper edge of the lower screen and which are attached to the barrier by the same or the same organs as those by which the single beam or that of the smooth which is closest to the ground is subject to the vertical supports, the lower screen extending freely, without any fixing other than that of the arms, in a p a substantially vertical means substantially located below the vertical supports for an observer located on the taxiway, said arms being made of a material and of dimensions such that they constitute functional elements of the barrier, calibrated to flex nonelastically and let the lower screen rotate with resistance, under the effect of a significant shock that this screen receives during
  • the invention also relates to a safety barrier intended to be arranged along vehicle taxiways, which comprises at least one horizontal rail subject to vertical supports and which further comprises a lower screen called "protection" presenting two edges respectively upper and lower, and intended to oppose the passage under the smooth of a two-wheeled vehicle accident, sliding flat on the taxiway and / or its user fallen to the ground, in which the screen
  • the lower guard is connected to the barrier only by being suspended and secured to the single rail or rail which is closest to the ground by its upper edge, the lower screen extending freely, without any other attachment, in a substantially vertical mid-plane substantially below the vertical supports for an observer on the taxiway, said upper edge constituting a prolo continuous upper section with fixing holes at the rail distributed over the entire length of the screen, at a distance from the free edge of the extension, said extension being made of a material and in such dimensions as to constitute functional elements of the barrier, calibrated to flex no elastically and let the lower screen rotate with resistance, under the effect of a significant shock that this screen receive
  • a safety barrier which, with this example, is made from a standard base, namely vertical supports 1 fixed to the ground, fixed spacers 2 at the upper part of the supports 1 and a rail 3 formed by segments of metal profiles fixed to each other with a slight overlap of the downstream ends by the upstream ends (in the direction of vehicle traffic), in "fish scales
  • the arm having two superimposed longitudinal waves 4 and 5, symmetrical with respect to a flat part 6 and extended by wings respectively 7 and 8 whose free edges are directed opposite the track A of vehicle traffic, located at the front of Figure 1.
  • the safety barrier comprises a lower protection screen 10 which, in FIG. 1, is presented in front of the barrier, before it is put in place, whereas in FIG. 2 it is represented in its place suspended on the rail 3 by arms 11 and completely masking the space between the bottom of the rail 3 and the ground.
  • the barrier has an arm 11 to the right of each vertical support 1 and each of these arms 11 is constituted by a metal strip, in particular galvanized steel as the smooth 3, and folded to present a upper base 12, a lower base 13 and a middle portion 14 having, here, two V-shaped branches 15 and 16.
  • the upper base 12 is cut with a slot 17 intended to be located opposite one or more holes (not visible in the drawing) drilled for this purpose in the rail 3, the attachment of the arm 11 by its base 12 is by means of one or more bolts 18 passing through the holes of the rail 3 and the slot 17 behind which each bolt 18 is locked by a nut 19.
  • the lower base 13 is traversed by a vertical light 20 intended to be opposite an equally vertical light 21 formed in the screen 10.
  • the screen 10 is formed of a sheet folded near its two longitudinal sides to form a flat central portion and two flanges at 45 °, respectively upper 22 and lower 23.
  • the upper flange 22 applies exactly to the branch 16 of the middle portion 14 in the position shown in Figure 2 which corresponds to the assumption that the lower edge 23 of the screen 10 must occupy its maximum low position to be close to the ground, while providing a small space.
  • the beam 3 is fixed to the spacers 2 by bolts 18 engaged on the one hand in holes (not visible in the drawing) formed in the flat part 6 and on the other hand in the front face of each spacer 2, these bolts 18 being also blocked by standard nuts 19.
  • a safety barrier according to the invention can be made from scratch by mounting new components, in which case the holes of the bar for fixing the arms 11 are made in the workshop. After which, one proceeds as usual: placing vertical supports 1 and spacers 2, then fixing the rail 3 ( Figure 1).
  • the arms 11 are placed and fixed to the rail 3, then the screen 10 is presented (FIG. 1) and applied against the lower bases 13 of the arms 11, as suggested by the dashed arrows. .
  • the bolts 18 are engaged in the adjoining lumens 20 and 21 and the height of the screen 10 is adjusted before locking the bolts 18 by nuts 19, as explained above.
  • a safety barrier according to the invention can also be made from an existing base and already mounted on site: vertical supports 1, spacers 2 and smooth 3.
  • the median portion 14 of the V-shaped arm 11 allows deformation at least partially by pivoting the screen 10 along the arrow F1, as shown schematically in FIG. 2. Since the arm 11 is manufactured in a metal strip, the deformation that undergoes the middle part 14 during a substantial horizontal shock is final, that is to say that there is no elastic return and the resistance to deformation is established by properly calculating the thickness of the metal strip constituting the arm 11, given the metal chosen.
  • the total freedom of the screen 10 at its lower part (whose rim 23 is above the ground) and the attachment of the arm 11 on the rail 3, and especially in the lower part thereof, allow to benefit from the deformability specific to the bar 3, so that the screen 10, the arms 11 and the bar 3 together constitute a deformable structure whose characteristics result from the more or less complex combination of the faculties specific to each of the components .
  • FIG. 1 it can be seen that the screen 10 is traversed by other lights in addition to the light 21.
  • a light 24 is aligned and below the light 21, and two other lights 25 and 26 located one above the other. above each other horizontally aligned respectively with light 21 and with light 24.
  • This embodiment is well suited to the barriers whose wings 7 and 8 extend slightly towards the rear of the barrier because the arm 11 can descend directly to below the lowest level of the wing 7.
  • the screen 10 has no upper rim 22 and its leveling is not simple vertical translation on the arms 11 previously fixed.
  • FIG. 5 represents a variant of the preceding embodiment adapted to the case where it is desired that the screen 10 also has the upper flange 22, in particular for reasons of rigidity, since, as we know, a longitudinal fold on a sheet in order to create a rim is a means of stiffening, because of the hindrance it creates to its transverse deflection.
  • the arm 11 (FIG. 6) thus has a median portion 14 whose profile is adapted to the correct positioning of the upper base 12 under the upper part of the lower wave 4, and of the lower base 13 behind the screen 10 below the level of the rim 22.
  • the upper base 12 is identical to that of the arm 11 of Figure 4, and is integral with an inclined plane 27 whose slope corresponds to that of the spacer 2 which it avoids (which it is not fixed) inclined plane 27 which is connected to a vertical portion 28 itself connected to an oblique return 29 secured to the lower base 13.
  • this arrangement has the advantage of raising the attachment area of the arm 11 and gives them more of height, so that their radius of rotation under the effect of a horizontal shock at the bottom of the screen 10 is longer.
  • the pivoting along the arrow F2 has as its axis the horizontal line of the front face of the spacer 2 against which the arm 11 folds.
  • the pivot axis is the line folding which joins the inclined plane 27 and the vertical portion 28.
  • FIG. 9 represents a variant of the embodiment of FIG. 8, according to which the lower fixing base 13 is provided with an oblique extension 30 whose length and the inclination towards the rear are determined in such a way that the free edge of this extension is in contact with the vertical support 1 to the right of which it is placed.
  • This security barrier comprises three superimposed smooth 40, 41 and 42 directly attached to vertical supports 1, without the interposition of spacers, and whose profile has no wave as it is closed on itself.
  • the lower safety screen 10 is suspended from arms 11 of profile close to that of the arm of FIG. 7, although the middle portion 14 which connects the upper attachment base 12 and the lower attachment base 13 is formed. a simple inclined segment whose utility is not to avoid the free edge of a wing since there is no wave or wing here, but to shift towards the taxiway A plan vertical screen 10, so that it is below (for an observer located on the taxiway A) of the front face of the lower rail 42 and a gusset 43 forming part of the structure of the barrier.
  • the upper base 12 is secured to the rail 42 by the same fastening means as those which fix the rail 42 to a vertical support 1, which is similar to that described above with respect to Figures 7 and 8.
  • Fixing the screen 10 only requires bolt assemblies 18 - nuts 19 for the lower base 13, the other fasteners being anyway necessary for the attachment of the rail 42 to the vertical supports 1.
  • the application of the invention to this type of barrier is therefore particularly simple since all the elements can be prepared in the workshop and mounted on site on a barrier already in place.
  • the only possible adaptation is to replace the existing bolts that secure the beam 42 to the vertical supports 1 by bolts a little longer, to allow the insertion of the upper base 12, and that depending on the thickness of that -this.
  • FIGs 11 and 12 there is shown a security fence of known type, comprising a wooden rail 50 subject to vertical supports 51 also of wood.
  • the wood solution is chosen for aesthetic reasons, so as not to change the natural appearance of a landscape by a manufactured metal fence, the wood passing almost unnoticed or, in any case, still being very well integrated into a landscape.
  • the security screen must therefore also "be forgotten” and avoids the use of more or less visible metal elements, including the arms 11 which are virtual here, that is to say, not differentiated from the screen itself.
  • This is then designed to present a continuous upper extension 10a, drilled holes (not visible in the drawing) distributed over the entire length of the screen 10 at a certain distance from the free edge of the extension 10a and in each of which a fixing member such as a lag screw 52 screwed into the wood of the beam 50 is engaged.
  • the extension 10a has a curved shape in an arc of the same radius as that of the smooth 1 in order to be applied against said smooth 50, in a more or less extended arc.
  • the extension 10 a is applied as the beam 50 and in a zone situated in front of the vertical axis x of the boom 50, the screen 10 so suspended should always be located clearly before the vertical supports 51 as has been explained above several times.
  • the extension 10 is relatively small since it has to apply only in a restricted arc.
  • the extension 10 a is applied as the beam 50 and in an area located behind the vertical axis x of the boom 50 as the screen 10 must always be suspended substantially in front of the vertical supports 51, the extension 10 a is here larger since it must be applied over an arc at least equal to that which covers the circumference of the boom 50 from the free edge of extension 10 has up plumb with the vertical axis x.
  • the screen 10 could be flat, as described and shown for the previous embodiments.
  • the arm 50 when the arm 50 is formed by the abutment of sections of wood, its lowest part is higher than the lowest part of a metal profile with two waves, so that the lever arm, equal to the length of the pivot axis of the screen 10 during an impact, is very large and could make the screen 10 too flexible.
  • the display 10 shows, for an observer situated on the path A of movement of vehicles, two longitudinal concavities 10 b and 10 c and two longitudinal convexities 10 d and 10 e.
  • the lower convexity 10 e has a lower extension 10 f radius of curvature equal to or close to form a wing capable of coming into contact with one or more vertical supports 51, to produce the same effects as those described with reference to Figure 9 about the extension 30, and that we will not repeat here.
  • the screen 10 has, for an observer located on the vehicle circulation path A, a single longitudinal concavity 10 g between two longitudinal convexities 10 h and 10 i .
  • the lower convexity 10 i has a lower extension 10 j radius of curvature equal to or close to form a wing capable of coming into contact with one or more vertical supports 51, to produce the same effects as those described with reference to Figure 9 about the extension 30, and that we will not repeat here.
  • FIG. 13 shows a particular embodiment of the invention according to which the barrier comprises a wooden rail 50 and vertical supports also made of wood 51, but the rail 50 has a longitudinal groove 53 in which there is a rail metal 54 with "C" section.
  • the core 55 of the profile 54 is placed in the bottom of the groove and the branches 56 have the same depth as the groove 53, so that the returns 57 are flush with the outer contour of the rail 50 and create, while facing the one of the other, a longitudinal slot 58 narrower than the groove 53.
  • the screen 10 is suspended from the arm 50 by arms 11 having an upper fixing base 12 and a lower fixing base 13 both vertical and offset, joined by a central portion 14 slightly oblique.
  • the base 12 is notched with a slot 17 for a bolt 18 tightened by a special nut 59 (of the type known to those skilled in the art) of oblong shape for introducing it horizontally into the slot 58 and which locks against the branches 56 of the section 54 when it is placed in the vertical position.
  • the nut 59 is immobilized and the bolt 18 can be screwed from the outside to fix the base 12 of the arm 11 at any point of the section 54 and, therefore, of the rail 3 .
  • the latter is fixed to the vertical supports 51 by any known means, independently of the attachment of the arms 11 to support the screen 10.
  • the screen 10 is fixed to the base 13 of the arm 11 by a bolt 18 and a nut 19.
  • FIGS. 14 to 16 one embodiment of the invention is shown in three different variants and which consists in equipping the safety barrier with an upper safety screen, independently of the lower safety screen. which has been described with reference to FIGS. 1 to 13.
  • the vertical supports are particularly aggressive for a human body falling on them with force, because these supports have a very high vertical inertia and rigidity which makes them absolutely incapable of absorbing the kinetic energy of a falling body. on them and, if one admits to consider negligible material damage they can cause a vehicle, it is obviously not the same for assaults to people, because the vertical supports report the entire energy kinetic on the human body which, most of the time, does not resist and the result is very serious fractures, including that of the pelvis, spinal fractures, including cervical vertebrae, perforations of stomach, etc. .
  • the arm itself may become dangerous if a human body is thrown over it from top to bottom or back to front because the free edge of the upper wing becomes sharp and almost complete decapitation has been observed.
  • the upper screen 60 extends horizontally from front to back and its free edge 61 farthest from the channel A is beyond the plumb of the vertical supports 1, in the manner of an awning.
  • the screen 60 is secured to the arm 3 by arms 62 similar to the arm 11, thus comprising a fastening base 63 for their attachment to the arm 3, a fastening base 64 for their attachment to the screen 60 and a part intermediate 65 may have different profiles according to the particular shapes of the elements that make up the safety barrier.
  • the screen 60 is held only by one of its longitudinal sides, in order to allow it to give up and down by pivoting according to the same principle as that described above for the screen 10 .
  • the arm 62 is fixed under the upper part of the rail 3 and its base 63 is shaped so that it is well pressed against the upper wing 8 of the rail 3 and, in certain cases, it can be provided that the base 63 is partly applied against the wing 8 and partly against the upper wave 5.
  • the upper screen 60 is flat and has a stiffening flange 66 folded down to avoid any risk due to the sharpness of the free edge 61.
  • the lower screen 10 is fixed by the base 12 of the arm 11 to the upper part of the lower wave 4 and the upper screen 60 is fixed by the base 63 of the arm 62 to the lower part. of the upper wave 5.
  • This arrangement has the advantage that the attachments of the two arms 11 and 62 are symmetrical with respect to the flat part 6 and the fastening members of the rail 3 to the spacer 2.
  • the fixing members are advantageously bolts 18 - nuts 19 and so that the bolt heads are not aggressive in the event of impact, the bolts 18 are preferably of the round head type, and are engaged in holes stamped bowl as is well known in itself. This precaution is particularly recommended for fixing the upper screen 60 to the arms 62.
  • the invention makes it possible to adapt a lower protective screen 10 and / or greater 60 to all types of safety barriers since it is possible to easily adapt the profile of the arms to that of the different possible rails.

Claims (27)

  1. Sicherheitsbarriere, die dazu bestimmt, entlang von Fahrstreifen für Fahrzeuge angeordnet zu sein und die zumindest einen Horizontalholm aufweist, der an Vertikalstützen befestigt ist, und die ferner eine untere Abschirmung, die als "Schutzabschirmung" bezeichnet wird, aufweist, die zwei Kanten, eine obere und eine untere, hat und die dazu bestimmt ist, einem Hindurchgehen eines verunglückten Zweiradfahrzeugs, das flach auf dem Fahrstreifen gleitet, oder seines auf die Erde gefallenen Nutzers unter dem Holm einen Widerstand entgegenzusetzen, dadurch gekennzeichnet, dass die untere Schutzabschirmung (10) mit der Barriere allein dadurch verbunden ist, dass diese durch Arme (11) aufgehängt ist, die sich über die obere Kante der unteren Abschirmung (10) erstrecken und die an dem Einzelholm (3) oder an dem (42) der Holme (40, 41, 42), der dem Boden am nächsten ist, befestigt sind, wobei sich die untere Abschirmung (10) ohne jegliche weitere Befestigung als durch die Arme (11) für einen Beobachter, der sich auf dem Fahrstreifen (A) befindet, in einer im Wesentlichen vertikalen Mittelebene, die sich deutlich diesseits der Vertikalstützen (1) befindet, frei erstreckt, wobei die Arme (11) aus einem Material und mit Abmessungen ausgeführt sind, dass diese Funktionselemente der Barriere bilden, die so bemessen sind, dass diese unter der Wirkung eines erheblichen Stoßes, den die Abschirmung (10) bei einem Verkehrsunfall aufnimmt, sich nicht elastisch biegen und eine Drehung der unteren Abschirmung (10) mit einem Widerstand bewirken.
  2. Sicherheitsbarriere, die dazu bestimmt, entlang von Fahrstreifen für Fahrzeuge angeordnet zu sein, und die zumindest einen Horizontalholm (3) aufweist, der an Vertikalstützen (1) befestigt ist, und die ferner eine untere Abschirmung (10), die als "Schutzabschirmung" bezeichnet wird, aufweist, die zwei Kanten, eine obere und eine untere, hat und die dazu bestimmt ist, einem Hindurchgehen eines verunglückten Zweiradfahrzeugs, das flach auf dem Fahrstreifen gleitet, oder seines auf die Erde gefallenen Nutzers unter dem Holm einen Widerstand entgegenzusetzen, dadurch gekennzeichnet, dass die untere Schutzabschirmung (10) mit der Barriere allein dadurch verbunden ist, dass diese durch Arme (11) aufgehängt ist, die sich über die obere Kante der unteren Abschirmung (10) erstrecken und die an der Barriere durch die gleiche Einrichtung oder gleichen Einrichtungen befestigt sind, durch die der Einzelholm (3) oder derjenige der Holme, der dem Boden am nächsten ist, an den Vertikalstützen (1) befestigt ist/sind, wobei sich die untere Abschirmung (10) ohne jegliche weitere Befestigung als durch die Arme (11) für einen Beobachter, der sich auf dem Fahrstreifen (A) befindet, in einer im Wesentlichen vertikalen Mittelebene, die sich deutlich diesseits der Vertikalstützen (1) befindet, frei erstreckt, wobei die Arme (11) aus einem Material und mit Abmessungen ausgeführt sind, dass diese Funktionselemente der Barriere bilden, die so bemessen sind, dass diese unter der Wirkung eines erheblichen Sto-βes, den die Abschirmung (10) bei einem Verkehrsunfall aufnimmt, sich nicht elastisch biegen und eine Drehung der unteren Abschirmung (10) mit einem Widerstand bewirken.
  3. Sicherheitsbarriere nach Anspruch 2, dadurch gekennzeichnet, dass diese zumindest einen Horizontalholm (3) aufweist, der an den Vertikalstützen (1) mittels Abstandshaltern (2) befestigt ist, wobei die untere Schutzabschirmung (10) mit der Barriere allein dadurch verbunden ist, dass diese durch Arme (11) aufgehängt ist, die sich über die obere Kante der unteren Abschirmung (10) erstrecken und die an dem Einzelholm (3) oder an dem der Holme, der am nächsten zum Boden ist, durch das gleiche System und an der gleichen Stelle, wie die Befestigung des Holms an den Abstandshaltern (2) befestigt sind.
  4. Sicherheitsbarriere nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, dass sich die Arme (11) von der unteren. Abschirmung (10) unterscheiden und an dieser befestigt sind.
  5. Sicherheitsbarriere nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, dass die Arme so gestaltet sind, dass sie jeweils einen oberen Befestigungsfuß (12), der bestimmt ist, an dem Holm (3) befestigt zu sein, einen unteren Befestigungsfuß (13), der bestimmt ist, an der unteren Schutzabschirmung (10) befestigt zu sein, und einen medianen Teil (14) aufweist, der die zwei Befestigungsfüße (12, 13) vereinigt und der sich für einen Beobachter, der sich auf der Fahrbahn (A) befindet, direkt vom oder nach dem Biegen und/oder Rundbiegen hinausgehend über den untersten Teil des Holms (3-42) erstreckt.
  6. Sicherheitsbarriere nach Anspruch 5, wenn dieser von Anspruch 2 oder 3 abhängt, dadurch gekennzeichnet, dass der obere Befestigungsfuß (12) durch die gleichen Einrichtungen (18-10), wie die, durch die der Holm (3) an den Vertikalstützen (1) befestigt ist, an dem Holm (3) befestigt ist.
  7. Sicherheitsbarriere nach Anspruch 5, wenn dieser von Anspruch 3 abhängt, dadurch gekennzeichnet, dass der obere Befestigungsfuß (12) zwischen dem Holm (3) und dem Abstandshalter (2) angeordnet ist, wobei die Befestigungseinrichtungen (18-19) den Holm (3) und jeden Abstandshalter (2) vereinen, indem Löcher des Fußes (12) durchquert werden, wobei letztgenannter zwischen dem Holm (3) und jedem Abstandshalter (2) durch diese Einrichtungen (18-19) kraftvoll gedrückt wird.
  8. Sicherheitsbarriere nach Anspruch 5, wenn dieser von Anspruch 1 abhängt, deren Holm (3) durch Segmente gebildet ist, die in einer Reihe aneinander befestigt sind und die jeweils durch ein Metallprofil mit zwei überlagerten Wellen (4 und 5) gebildet sind, die durch geneigte, auseinander gehende Flügel, einen oberen (8) und einen unteren (7), verlängert sind, deren Kanten frei und entgegengesetzt zum Fahrstreifen (A) gerichtet sind, wobei der Holm (3) an den Vertikalstützen (1) durch seinen mittleren Teil (6) befestigt ist, der sich zwischen den zwei Wellen (4, 5) befindet, dadurch gekennzeichnet, dass der obere Befestigungsfuß (12) an dem unteren Teil des Holms (3) angebracht ist und an diesem unteren Teil befestigt ist.
  9. Sicherheitsbarriere nach Anspruch 8, dadurch gekennzeichnet, dass der mediane Teil (14) von jedem Arm (11) rundgebogen ist, um dem niedrigen Profil des unteren Flügels (7) des Holms (3) zu folgen.
  10. Sicherheitsbarriere nach Anspruch 8, dadurch gekennzeichnet, dass der obere Befestigungsfuß (12) an dem oberen Teil der unteren Welle (4) angebracht ist und an diesem oberen Teil befestigt ist.
  11. Sicherheitsbarriere nach Anspruch 8, dadurch gekennzeichnet, dass der mediane Teil (14) von jedem Arm rundgebogen ist, um dem hohen Profil der unteren Welle (4) des Holms (3) zu folgen.
  12. Sicherheitsbarriere nach Anspruch 1,2 oder 3, dadurch gekennzeichnet, dass der untere Schutzschirm (10) eine Fläche, die im Wesentlichen vertikal eben ist, und zumindest einen Rand (22, 23) aufweist, der entgegengesetzt zum Fahrstreifen (A) gebogen ist.
  13. Sicherheitsbarriere nach Anspruch 12, dadurch gekennzeichnet, dass der Rand (23) schräg zum Boden hin gebogen ist und sich in der Nähe von, sogar in Berührung mit, Vertikalstützen (1) befindet.
  14. Sicherheitsbarriere nach Anspruch 1, dadurch gekennzeichnet, dass die untere Schutzabschirmung (10) eine im Wesentlichen vertikale Fläche aufweist, die für einen Beobachter, der sich auf dem Fahrstreifen (A) befindet, einen Wechsel von zumindest zwei Wellen, die konvex (10d, 10e; 10h, 10i) bzw. konkav (10b, 10c; 10g) sind, aufweist.
  15. Sicherheitsbarriere nach Anspruch 13, dadurch gekennzeichnet, dass die untere Abschirmung (10) einen unteren konvexen Teil hat, der in einer freien Kante endet, die entgegengesetzt zum Fahrstreifen (A) ausgerichtet ist.
  16. Sicherheitsbarriere, die dazu bestimmt, entlang von Fahrstreifen für Fahrzeuge angeordnet zu sein und die zumindest einen Horizontalholm aufweist, der an Vertikalstützen befestigt ist, und die ferner eine untere Abschirmung, die als "Schutzabschirmung" bezeichnet wird, aufweist, die zwei Kanten, eine obere und eine untere, aufweist und die dazu bestimmt ist, einem Hindurchgehen eines verunglückten Zweiradfahrzeugs, das flach auf dem Fahrstreifen gleitet, oder seines auf die Erde gefallenen Nutzers unter dem Holm einen Widerstand entgegenzusetzen, dadurch gekennzeichnet, dass die untere Schutzabschirmung (10) mit der Barriere allein dadurch verbunden ist, dass diese an dem Einzelholm (3, 50) oder an dem (42) der Holme (40, 41, 42), der mit seinem oberen Rand dem Boden am nächsten ist, aufgehängt und daran befestigt ist, wobei sich die untere Abschirmung ohne jegliche weitere Befestigung für einen Beobachter, der sich auf dem Fahrstreifen (A) befindet, in einer im Wesentlichen vertikalen Mittelebene, die sich deutlich diesseits der Vertikalstützen (1) befindet, frei erstreckt, wobei der obere Rand eine durchgehende obere Verlängerung (10a) bildet, die in einem bestimmten Abstand vom freien Rand der Verlängerung (10a) von Löchern zur Befestigung am Holm durchdrungen ist, die über die gesamte Länge der Abschirmung verteilt sind, wobei die Verlängerung (10a) aus einem Material und entsprechend Abmessungen ausgeführt ist, so dass diese Funktionselemente der Barriere bilden, die so bemessen sind, dass diese unter der Wirkung eines erheblichen Stoßes, den die Abschirmung (10) bei einem Verkehrsunfall aufnimmt, sich nicht elastisch biegen und eine Drehung der unteren Abschirmung (10) mit einem Widerstand bewirken.
  17. Sicherheitsbarriere nach Anspruch 16, dadurch gekennzeichnet, dass die Verlängerung (10a) angepasst ist, so dass sich diese an die Kontur von einem Teil des Holms (50), an dem diese befestigt ist, anschließt.
  18. Sicherheitsbarriere nach Anspruch 1, dadurch gekennzeichnet, dass diese einen Holm (50) aus Holz aufweist, der durch eine hintere Nut (53) geschlitzt ist, in der sich ein Metallprofil (54) befindet, an dem Stützarme (11) der unteren Abschirmung (10) unabhängig von der Befestigung des Holms (50) an den Vertikalstützen (51) befestigt sind.
  19. Sicherheitsbarriere nach Anspruch 1, dadurch gekennzeichnet, dass diese außer der unteren Abschirmung (10) eine obere Abschirmung (60) aufweist, die horizontal angeordnet ist und die sich für einen Beobachter, der sich auf dem Fahrstreifen (A) befindet, von dem oberen Teil des Holms (3) her, an dem diese durch Arme (62) befestigt ist, bis über die Senkrechte zu den Vertikalstützen (1) hinaus erstreckt.
  20. Sicherheitsbarriere nach Anspruch 19, dadurch gekennzeichnet, dass die Arme (62) sich von der oberen horizontalen Abschirmung (60) unterscheiden und an dieser befestigt sind.
  21. Sicherheitsbarriere nach Anspruch 20, dadurch gekennzeichnet, dass die Arme (62) gestaltet sind, so dass diese jeweils einen als "vorderen" bezeichneten Befestigungsfuß (63), der dazu bestimmt ist, an dem oberen Teil des Holms (3) befestigt zu werden, einen als "hinteren" bezeichneten Befestigungsfuß (64), der dazu bestimmt ist, an der horizontalen, oberen Abschirmung (60) befestigt zu werden, und einen medianen Teil (65) aufweisen, der die zwei Befestigungsfüße (63, 64) vereint und der sich direkt oder nach dem Biegen und/oder Rundbiegen auf eine Höhe erstreckt, die höher als die des höchstens Teils des Holms (3) und als der höchste Punkt der Vertikalstützen (1) ist.
  22. Sicherheitsbarriere nach Anspruch 21, deren Holm durch Segmente gebildet ist, die in Reihe aneinander befestigt sind und jeweils durch ein Metallprofil mit zwei überlagerten Wellen gebildet sind, die durch geneigte, auseinander gehende Flügel, einen oberen und einen unteren, verlängert sind, deren Kanten frei sind und entgegengesetzt zum Fahrstreifen ausgerichtet sind, dadurch gekennzeichnet, dass der vordere Befestigungsfuß (63) an dem oberen Teil des oberen Flügels (8) angebracht und an diesem oberen Teil befestigt ist.
  23. Sicherheitsbarriere nach Anspruch 20, dadurch gekennzeichnet, dass der mediane Teil (65) von jedem Arm (62) rundgebogen ist, um dem hohen Profil des oberen Flügels (8) des Holms (3) zu folgen.
  24. Sicherheitsbarriere nach Anspruch 20, dadurch gekennzeichnet, dass der vordere Befestigungsfuß (63) an dem oberen Teil der oberen Welle (8) angebracht und an diesem oberen Teil befestigt ist.
  25. Sicherheitsbarriere nach Anspruch 24, dadurch gekennzeichnet, dass der mediane Teil (65) von jedem Arm (63) rundgebogen ist, um dem hohen Profil der oberen Welle (8) des Holms (3) zu folgen.
  26. Sicherheitsbarriere nach einem der Ansprüche 19 bis 25, dadurch gekennzeichnet, dass die obere Schutzabschirmung (60) eine im Wesentlichen horizontale ebene Fläche und zumindest einen Rand (66), der zum Boden hin gebogen ist, aufweist.
  27. Sicherheitsbarriere nach Anspruch 3, dadurch gekennzeichnet, dass diese außer der unteren Abschirmung (10) eine obere Abschirmung (60) aufweist, die horizontal angeordnet ist, wobei die Abschirmungen (10, 60) mit der Barriere durch einen Einzelarm, der einen Befestigungsfuß (12-63) aufweist, durch den dieser an dem Einzelholm (3) oder dem der Holme befestigt ist, der dem Boden am nächsten ist, durch das gleiche System und am gleichen Ort wie die Befestigung des Holms an den Abstandshaltern (2) verbunden sind.
EP01402217A 2000-08-25 2001-08-24 Schutzeinrichtung für Fahrbahnen versehen mit mindenstens einem Schutzschirm Expired - Lifetime EP1184515B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0010954A FR2814766B1 (fr) 2000-08-25 2000-08-25 Barriere de securite pour voies de circulation de vehicules munie d'au moins un ecran de protection
FR0010954 2000-08-25

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EP1184515B1 true EP1184515B1 (de) 2006-06-28

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EP (1) EP1184515B1 (de)
AT (1) ATE331844T1 (de)
CY (1) CY1106163T1 (de)
DE (1) DE60121104T8 (de)
ES (1) ES2266134T3 (de)
FR (1) FR2814766B1 (de)
PT (1) PT1184515E (de)

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FR2846673A1 (fr) * 2002-11-06 2004-05-07 Claude Alix Georges Pomero Glissiere de securite routiere a double file de profiles solidarises entre eux
FR2852034B1 (fr) 2003-03-06 2005-05-20 Profilafroid Equipement De La Dispositif de fixation d'un ecran de protection pour glissieres de securite
FR2852979B1 (fr) 2003-03-24 2008-04-18 Gen L Equimement Routier Dispositif pour limiter les chocs contre une barriere ou un muret de securite de voie routiere, ecran pour barriere et systemes de protection correspondants
FR2863630B1 (fr) 2003-12-12 2007-08-24 Sec Nevel Barriere de securite pour voie de circulation de vehicule comprenant un ecran de protection constitue d'une combinaison d'un renfort longitudinal continu et d'un element de glissement.
FR2868095B1 (fr) * 2004-03-26 2006-06-23 Gaillard Rondino Sa Glissiere de securite pour la protection des motards et le guidage de roue
DE202004012061U1 (de) * 2004-07-30 2004-09-30 SGGT Straßenausstattungen GmbH Passive Schutzeinrichtung
DE202004013606U1 (de) * 2004-08-30 2004-10-28 SGGT Straßenausstattungen GmbH Passive Schutzeinrichtung neben einer Fahrbahn einer Kraftfahrzeugstraße
ES1060699Y (es) * 2005-07-06 2006-02-01 Hierros Y Aplanaciones S A Hia Sistema metalico continuo para barreras de seguridad aplicable como proteccion para motociclistas compuesto por una pantalla metalica horizontal continua inferior sustentada en la barrera por medio de brazos metalicos dispuestos a intervalos regulares
NL2000492C2 (nl) * 2007-02-16 2008-08-19 Biker Rail Aan geleiderail bevestigbaar beschermmiddel voor motorbestuurders.
ES1066189Y (es) * 2007-10-02 2008-03-16 Amatex S A Sistema continuo instalable en barreras de carretera para proteccion de motociclistas
EP2083122A1 (de) 2008-01-25 2009-07-29 Crisol Julio Collados Sicherheitssperren für Leitplanken
ES1067158U (es) * 2008-02-05 2008-04-16 Juan Jose Maria Gonzalez Uriarte Brazo de anclaje para un sistema de proteccion de motociclistas aplicable en barreras de seguridad de doble onda.
ES2336881B1 (es) * 2008-05-14 2011-01-03 Adrian Sanchez Antelo Guardarail amortiguador.
DK176759B1 (da) 2008-08-12 2009-06-29 Thomas Willum Jensen Autoværn med stöjdæmpende foranstaltninger
ES2344182B1 (es) 2009-02-06 2011-06-14 Señalizaciones Villar, S.A. Sistema para la proteccion de motociclistas.
ES2349815B1 (es) * 2009-04-06 2011-10-24 Juan Jose Maria Gonzalez Uriarte Barrera de contencion para vias de circulacion rodada.
ES2360320B1 (es) * 2009-07-06 2012-06-13 Juan Jose Maria Gonzalez Uriarte Pletina soporte de barrera de contención simétrica complementaria para vías de circulación rodada.
DE202010009161U1 (de) 2010-06-16 2010-08-26 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Unterfahrschutz mit Abstandhalter
ES2391337B1 (es) 2010-06-22 2013-07-26 Señalizaciones Villar, S.A. Perfeccionamientos en las estructuras de protección lateral de carreteras.
CH705555B1 (de) 2011-09-22 2018-09-28 Kaufmann Ag Leitplankenanordnung mit einer Rückhalteeinrichtung für Motorradfahrer und Verfahren zum Nachrüsten einer Leitplankenanordnung mit einer Rückhalteeinrichtung für Motorradfahrer.
RU2723319C1 (ru) * 2020-01-11 2020-06-09 Виталий Александрович Нецвет Дорожное удерживающее боковое барьерное ограждение
CN112982238B (zh) * 2021-01-26 2022-01-28 温州职业技术学院 一种具有微光照明功能的快速安装护栏

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ES2266134T3 (es) 2007-03-01
DE60121104T2 (de) 2007-06-21
EP1184515A1 (de) 2002-03-06
FR2814766B1 (fr) 2003-05-30
DE60121104D1 (de) 2006-08-10
DE60121104T8 (de) 2007-12-06
PT1184515E (pt) 2006-11-30
FR2814766A1 (fr) 2002-04-05
ATE331844T1 (de) 2006-07-15
CY1106163T1 (el) 2011-06-08

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