EP1619312B1 - Barrière de sécurité avec un passage - Google Patents

Barrière de sécurité avec un passage Download PDF

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Publication number
EP1619312B1
EP1619312B1 EP04016989A EP04016989A EP1619312B1 EP 1619312 B1 EP1619312 B1 EP 1619312B1 EP 04016989 A EP04016989 A EP 04016989A EP 04016989 A EP04016989 A EP 04016989A EP 1619312 B1 EP1619312 B1 EP 1619312B1
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EP
European Patent Office
Prior art keywords
crash barrier
barrier
restraint system
vehicle restraint
passage region
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.)
Active
Application number
EP04016989A
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German (de)
English (en)
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EP1619312A1 (fr
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.)
Volkmann and Rossbach GmbH and Co KG
Original Assignee
Volkmann and Rossbach GmbH and Co KG
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
Application filed by Volkmann and Rossbach GmbH and Co KG filed Critical Volkmann and Rossbach GmbH and Co KG
Priority to EP04016989A priority Critical patent/EP1619312B1/fr
Priority to DE502004010166T priority patent/DE502004010166D1/de
Priority to AT04016989T priority patent/ATE444403T1/de
Publication of EP1619312A1 publication Critical patent/EP1619312A1/fr
Application granted granted Critical
Publication of EP1619312B1 publication Critical patent/EP1619312B1/fr
Anticipated expiration legal-status Critical
Active legal-status Critical Current

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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
    • E01F15/12—Continuous barriers extending along roads or between traffic lanes and having means for providing occasional passage, e.g. for emergency vehicles

Definitions

  • the invention relates to a vehicle restraint system for securing roadways according to the preamble of patent claim 1.
  • vehicle restraint systems are now used in the median strip area for separating the two lanes, which are installed stationary.
  • Examples of such vehicle restraint systems are concrete protection walls or steel protection walls. These concrete protection walls or steel protection walls can only be relocated with considerable technical effort.
  • openings are provided at regular intervals in such stationary stationary partitions. However, these openings are to be closed in such a way that they do not affect the safety of the installed vehicle restraint system and provide much the same stoppage as the fixed vehicle restraint system offers.
  • Another requirement of the device for closing such openings is that the device can be opened and closed as easily as possible without additional special tool and with the least possible technical effort. Ideally, a manual opening and closing should be possible without sacrificing security.
  • apertures must be of considerable length, for example of the order of 12 m, and that conventional means for closing these apertures therefore have considerable weight solely for the purpose of overcoming such distances.
  • the individual Leitschwellen emotions to release the passage area can be easily postponed from its closed position over the obliquely downgoing section on the guide and then store in the open position on the guide.
  • expensive precautions such as a rail system or the like, as required in the prior art described above, can be avoided.
  • the vehicle restraint system requires in the open position only very little space, since it rests on the already existing stationary installed guide.
  • the multi-part design of a plurality of Leitschwellen emotionsn allows gradual opening and closing of the passage area, so that the individual components of the Leitschwellenan extract can be successively moved, which facilitates the handling of the system. In particular, this allows manual handling by a single or a maximum of two operators.
  • the crash barrier body can be locked in the closed position relative to the roadway.
  • an embodiment of the invention provides that an anchor element is provided for locking the Leitschwellen endeavor, which is insertable into a provided in the passage area locking opening.
  • each threshold body can be locked on its own or in combination with each other via a respective anchor element on the roadway in the passage area.
  • the anchor element used is, for example, a post, which can be introduced into a locking opening or locking sleeve extending sufficiently deep into the ground and is sufficiently stable to anchor the individual threshold bodies.
  • several anchor elements can be used, which are then introduced depending on security requirements and required containment level at predetermined intervals for locking the Leitschwellen Congress in corresponding ArretieröfFnache.
  • the handling of the vehicle restraint system according to the invention for opening and closing the passage area is facilitated, in particular, by providing guide means for guided sliding onto the guide device on the guard rail body.
  • the guide means comprise guide tabs which engage around the guide laterally.
  • the vehicle restraint system according to the invention can be designed in an application-specific manner in adaptation to the staging stage to be achieved. Depending on requirements, the number of Leitschwellen analyses can be increased or reduced.
  • a safety-advantageous embodiment of the invention provides that a plurality of Leitschwellen analysesn is provided, the Leitschwellen analyses are arranged in the closed position at different levels above the roadway. In such an embodiment, the individual Leitschwellen analyses can handle sequentially.
  • the handling is further facilitated by the fact that bearing rollers are provided on the baffle body, which roll when sliding the baffle body on the guide on a bearing surface.
  • a development of the invention provides that in the region of a remote in the closed position of the fixed guide end of the Leitschwellen stressess a support leg is provided with which the Leitschwellen redesign supported on the ground or on a lying at a lower level Leitschwellenanalysis.
  • This support leg improves the static of the Leitschwellenan eleven.
  • the support leg is mounted on the Leitschwellenanalysis in a pivot bearing and between a Ausklapp ein and a Einklappwolf is pivotable.
  • a stop is provided on the baffle body, which positions the support leg in the Einklapp ein such that a support leg associated bearing roller stores the LeitschwellenAvem when pushed onto the fixed guide friction.
  • the support leg associated bearing roller can also be used to reduce friction when pushing the respective Leitschwellen stressess on the stationary installed guide.
  • a further measure according to the invention is that handling means are provided in the region of an end of the baffle body which is remote from the stationary baffle in the closed position.
  • the handling means comprise a receiving opening provided in the baffle body and a handling bar which can be inserted into the receiving opening transversely to the baffle body.
  • the handling bar can be introduced after handling, for example, in designated fasteners in or on the respective Leitschwellen emotions.
  • the Leitschwellenharm include elongated box profile elements.
  • Another advantage of such a configuration is, for example, that individual components, such as the above-mentioned handling rod in the cavity of such a box profile element can be arranged.
  • the passage area is arranged in a gap of the guide and that on both sides of the gap Leitschwellen emotions are arranged on the gap enclosing Leit Vietnamesesabitesen, which are in the closed position in a central region of the gap jerkily composable and coupled together ,
  • the Leitschwellen analyses are each pushed onto the gap enclosing stationary Leit Skabête and can be stored there to save space in the open position.
  • the invention also relates to a method for opening and closing a passage area within a fixedly installed guide on roadways with a guide threshold arrangement displaceable relative to the passage area as required, wherein the guide barrier arrangement is displaceable between an open position releasing the passage area and a closing position obstructing the passage area.
  • the Leitschwellenan extract comprises a plurality of Leitschwellenresponsibilitiesn that are for releasing the passage area on a portion of the guide on pushed, to open the passage area, the Leitschwellenanalysis be unlocked, the uppermost Leitschwelleneffort is first pushed onto the guide and then each of the lying on a next lower level Leitschwellenanalysis is pushed onto the guide until the passage area is released, and wherein closing the passage area, the Leitschwellen redesign be successively deported from the guide and then locked in the closed position, so that the passage area is blocked ,
  • Fig.1 to 3 an inventive vehicle restraint system is shown and generally designated 10.
  • the vehicle restraint system 10 is attached, for example, to secure two parallel lanes of a highway in the area of the central strip. It comprises two sections 12 and 14 of a stationary installed as steel barrier wall guide.
  • the two steel barriers 12 and 14 are firmly anchored to the ground.
  • the two steel protective walls 12 and 14 form a gap in the region L, which has a length of 12 m, for example.
  • This area L serves as a passage area, the opened as needed to redirect traffic from the one lane on this side of the vehicle restraint system 10 to the other side beyond the vehicle restraint system.
  • a mobile barrier arrangement 16 is provided, which is located between the in Fig.1 shown closed position and the passage area L releasing open position is displaced.
  • the Leitschwellenan extract 16 includes a plurality of Leitschwellen analyses 18, 20, 22, 24 which are displaceable relative to the stationary installed steel protective walls 12 and 14.
  • Fig.2 and 3 show two intermediate states starting from the in Fig.1 shown closed position can be achieved when the passage area L is opened.
  • the threshold bodies 22 and 24 are unlocked in the manner described in more detail below.
  • the LeitschwellenMech 22 is pushed according to arrow P on the upper side of an upper beam 26 of the steel protective wall 12.
  • FIG. 3 shows a state in which the LeitschwellenMech 22 is almost completely pushed onto the upper spar 26. If the baffle body 22 is then pushed completely onto the upper spar 26, then the baffle body 24 lying at a lower level becomes in an analogous manner according to the arrow P in FIG Figure 3 pushed to the left on the upper spar of the steel protective wall 12. In a corresponding manner, the LeitschwellenMech 18 and 20 in Fig.1 to 3 be pushed to the right on the upper spar 28 of the steel protective wall 14. Then the passage area L is released. To close the LeitschwellenMech 18, 20, 22, 24 again in the in Fig.1 shown shifted back position and locked together.
  • Figure 4 shows the in Fig.1 marked with IV area of the vehicle restraint system.
  • Figure 4 If one recognizes the four Leitschwellen analyses 18, 20, 22 and 24, which abut one another in a joint area 30.
  • a coupling profile 32 or 34 is provided, which is inserted into the formed with a hollow box profile Leitschwellenanalysis 18, 20, 22, 24.
  • the Leitschwellen stresses 18, 20, 22, 24 and the coupling profiles 32 and 34 have corresponding openings into which locking rods 36, 38 are inserted from above.
  • each support flanges 40, 42 Overlying ends each support flanges 40, 42, with which they rest on the top of the Leitschwellenanalysis 18 and 22. Due to the interaction of the coupling profiles 32, 34 and the Locking rods 36, 38 together with the Leitschwellenanalysisn 18, 20, 22, 24, the latter are firmly connected.
  • Arretianssstangen 44, 46 are used.
  • the locking rods 44, 46 have support flanges 48, 50 on their upper side. They are in detail in Fig.5 and 6 shown.
  • the locking rods 44, 46 have sufficient length, so that they far into receiving sleeves 52, 54 engage, which are firmly anchored in the subsurface U. Thereby, the stability and the stoppage capacity of the Leitschwellenan extract 16 can be increased.
  • FIG 4 further shows that each support arms 58, 60, 62, 64 are arranged on the Leitschwellen emotionsn.
  • the support arms are pivotally mounted on the respective Leitschwellen analysesn, as shown for example by the double arrows Q and R.
  • Fig. 17 shows in detail the operation of the support arm 58 in an enlarged view.
  • the support arm 58 is pivotable about a bearing pin 66. He has at its free pivotable end on a bolt 68 rotatably mounted roller 70.
  • Fig. 17 shows the two possible pivot positions, namely at 58 1, the unfolded position and at 58 2, the folded position. In the folded-in position, the support arm 58 bears against a stop element 72.
  • Figure 10 shows the in Fig. 1 X marked area in which the Leitschwellenanalysis 22 and 24 are fixed to the stationary installed steel protective wall 12.
  • guide plates 78, 80, 82 as in Figure 10 and in the orthogonal view according to section line XIV-XIV in Fig. 14 are shown.
  • Such guide plates are mounted in a corresponding manner on all Leitschwellen analysesn.
  • the guide tabs 78, 80, 82 are fixedly attached to the Leitschwellen réelle 22, for example by welding and slightly tapered apart.
  • fastening bolts 84, 86 are fastening bolts 84, 86.
  • the fastening bolts 84 and 86 pass through corresponding holes in the guide plates 78 and 82 and in an obliquely downwardly running portion 88 of the upper spar 26 of the steel barrier 12. By removing the fastening bolts 84 and 86 leaves the baffle body 22 detach from the section 88 of the upper spar 26 and move relative thereto.
  • the guide plates 78, 80, 82 and the corresponding guide plates, not shown, of the other Leitschwellen stresses are so far down over the respective Leitschwellen emotions that they slide on the Leitschwellen emotions on the upper bars 26 and 28 of the steel protection walls 12 and 14, a guide ensure respective Leitschwellen stresses 18, 20, 22, 24 on the upper bars 26, 28 and prevent tilting down of the Leitschwellen emotions.
  • FIG. 10 also shows that the steel protective wall 12 is anchored by anchors 87 in receptacles 89 in the underground U stationary.
  • Figure 15 shows a view corresponding to XV-XV Figure 10 , wherein the components of the steel protective wall 12 have been omitted. Again, the guide plates 78 and 82 and the Leitschwellenanalysis 22 can be seen. Furthermore, one recognizes a bearing roller 90, which is rotatably mounted on a bearing pin 92 and a displacement of the Leitschwellen analysess 22 on the upper spar 26 of the steel protective wall 12 allows low frictional forces. Comparable bearing rollers are mounted at regular intervals along the LeitschwellenMechn, as in Figure 10 for a bearing roller 94. The corresponding detail view according to Figure 16 again shows how the bearing roller 94 is rotatably mounted on a corresponding bearing pin 96 on the Leitschwellen Congress 22.
  • Figure 16 shows in particular how the bearing pin 96 is formed. It has at its two ends 98 and 100 respectively threaded portions which are provided with lock nuts to position the bearing roller 94 relative to the baffle body 22.
  • Figure 16 also shows the profile of the Leitschwellen analysess 22 representative of the remaining LeitschwellenMech 18, 20, 24.
  • the Leitschwellenanalysis 22 has a box-like downwardly open hollow C-profile.
  • Figure 13 shows the in Figure 3 shown intermediate state when opening the passage area L.
  • the Leitschwellenterrorism 22 is already pushed to more than 2/3 on the upper spar 26 of the steel protective wall 12.
  • the support arm 58 is as in Figure 17 shown and designated with the position 58 2 , folded into the Leitschwellenanalysis 22 and locked there, so that in a further pushing on the Leitschwellen analysess 22 on the upper spar 26 finally rolls the roller 70 on the upper spar 26 and simplifies further pushing.
  • the free End of the Leitschwellen stressess 22 which is provided in the interior with a dashed line recording, in which then the coupling profile 32 can be used, as already with reference to Figure 4 explained.
  • a handling opening 104 which is introduced transversely to the longitudinal extent of the Leitschwellen analysess 22.
  • a handling rod not shown, can be inserted transversely, which protrudes sufficiently far, for example by 0.5 m on both sides of the Leitschwellen analysess 22.
  • At this handling rod can then attack one or two operators to move the baffle body 22 on the upper spar 26.
  • the passage area L can also be closed again, in succession, the individual Leitschwellen stresses 18, 20, 24, 22 in the in Fig.1 shown position and then by inserting the coupling profiles 32, 34, the locking rods 36, 38 and the locking rods 44, 46 are attached.
  • the invention shows an economically producible, easy to handle and yet safe construction for the optional locking of passage areas between fixedly installed portions of a vehicle restraint system.
  • vehicle restraint system 10 on both sides of the gap L can also be performed differently, for example in the form of a concrete protective wall or in the form of protective barrier arrangements with appropriate provisions for pushing the Leitschwellenan ever.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
  • Air Bags (AREA)

Claims (16)

  1. Système de sécurité (10) pour la retenue de véhicules, destiné à sécuriser des voies ou chaussées de circulation, présentant une zone de passage (L) prévue dans un dispositif de glissière de sécurité (12, 14) installé en position fixe, et un agencement de lisses de sécurité (16) mobile par rapport à la zone de passage (L) en cas de besoin, l'agencement de lisses de sécurité (16) pouvant être déplacé entre une position d'ouverture qui libère la zone de passage (L) et une position de fermeture qui barre la zone de passage (L),
    et l'agencement de lisses de sécurité (16) comprenant une pluralité de corps de lisses de sécurité (18, 20, 22, 24),
    caractérisé en ce que le dispositif de glissière de sécurité (12, 14) installé en position fixe présente un tronçon (88) s'étendant de manière inclinée vers le bas, sur lequel sont fixés les corps de lisses de sécurité (18, 20, 22, 24) dans la position de fermeture, et en ce que pour libérer la zone de passage (L), il est possible de faire coulisser les corps de lisses de sécurité (18, 20, 22, 24), par-dessus le tronçon (88) s'étendant vers le bas, sur le dispositif de glissière de sécurité (12, 14) installé en position fixe.
  2. Système de sécurité (10) pour la retenue de véhicules selon la revendication 1,
    caractérisé en ce que dans la position de fermeture, les corps de lisses de sécurité (18, 20, 22, 24) peuvent être bloqués par rapport à la voie de circulation (U).
  3. Système de sécurité (10) pour la retenue de véhicules selon la revendication 2,
    caractérisé en ce que pour le blocage des corps de lisses de sécurité (18, 20, 22, 24), il est prévu un élément d'ancrage (44, 46) qui peut être introduit dans une ouverture de blocage (52, 54) prévue dans la zone de passage (L).
  4. Système de sécurité (10) pour la retenue de véhicules selon l'une des revendications précédentes,
    caractérisé en ce que sur le corps de lisse de sécurité (18, 20, 22, 24) sont prévus des moyens de guidage (78, 80, 82) pour le coulissement guidé sur le dispositif de glissière de sécurité (12, 14).
  5. Système de sécurité (10) pour la retenue de véhicules selon la revendication 4,
    caractérisé en ce que les moyens de guidage présentent des languettes de guidage (78, 80, 82) qui entourent latéralement le dispositif de glissière de sécurité (12, 14).
  6. Système de sécurité (10) pour la retenue de véhicules selon la revendication 5,
    caractérisé en ce que des moyens de fixation (84, 86) peuvent être fixés sur les languettes de guidage (78, 80, 82), en vue de pouvoir fixer de manière amovible au dispositif de glissière de sécurité (12, 14) en position fixe, le corps de lisse de sécurité (18, 20, 22, 24) correspondant lorsqu'il est en position de fermeture.
  7. Système de sécurité (10) pour la retenue de véhicules selon l'une des revendications précédentes,
    caractérisé en ce qu'il est prévu une pluralité de corps de lisses de sécurité (18, 20, 22, 24), les corps de lisses de sécurité (18, 20, 22, 24) étant agencés, dans leur position de fermeture, sur différents niveaux au-dessus de la voie ou chaussée de circulation.
  8. Système de sécurité (10) pour la retenue de véhicules selon l'une des revendications précédentes,
    caractérisé en ce que sur le corps de lisse de sécurité (18, 20, 22, 24) sont prévus des galets de palier d'appui (94) qui, lors du coulissement du corps de lisse de sécurité (18, 20, 22, 24) sur le dispositif de glissière de sécurité (12, 14), roulent sur une surface d'appui.
  9. Système de sécurité (10) pour la retenue de véhicules selon les revendications 7 et 8,
    caractérisé en ce que dans la zone d'une extrémité du corps de lisse de sécurité (18, 20, 22, 24), qui, dans la position de fermeture, est éloignée du dispositif de glissière de sécurité (12, 14) en position fixe, est prévu un jambage de support (58, 60, 62, 64) par lequel le corps de lisse de sécurité (18, 20, 22, 24) s'appuie sur le sol (U) ou sur un corps de lisse de sécurité (20, 24) situé sur un niveau plus bas.
  10. Système de sécurité (10) pour la retenue de véhicules selon la revendication 9,
    caractérisé en ce que le jambage de support (58, 60, 62, 64) est monté sur le corps de lisse de sécurité (18, 20, 22, 24) dans un palier de pivotement (66), et peut pivoter entre une position déployée (581) et une position rétractée (582).
  11. Système de sécurité (10) pour la retenue de véhicules selon la revendication 10,
    caractérisé en ce que sur le corps de lisse de sécurité (18, 20, 22, 24) est prévue une butée (72) qui positionne le jambage de support (58, 60, 62, 64) dans la position rétractée (582), de façon à ce que le galet de palier d'appui (70) associé au jambage de support (58, 60, 62, 64) supporte avec un faible frottement le corps de lisse de sécurité (18, 20, 22, 24) lorsqu'on le fait coulisser sur le dispositif de glissière de sécurité (12, 14) en position fixe.
  12. Système de sécurité (10) pour la retenue de véhicules selon l'une des revendications précédentes,
    caractérisé en ce que des moyens de manoeuvre (104) sont prévus dans la zone d'une extrémité du corps de lisse de sécurité (18, 20, 22, 24), qui, dans la position de fermeture, est éloignée du dispositif de glissière de sécurité (12, 14) en position fixe.
  13. Système de sécurité (10) pour la retenue de véhicules selon la revendication 12,
    caractérisé en ce que les moyens de manoeuvre comprennent une ouverture de réception (104) prévue dans le corps de lisse de sécurité, et une tige de manoeuvre qui peut être insérée dans l'ouverture de réception (104) transversalement au corps de lisse de sécurité (18, 20, 22, 24).
  14. Système de sécurité (10) pour la retenue de véhicules selon l'une des revendications précédentes,
    caractérisé en ce que les corps de lisse de sécurité (18, 20, 22, 24) comprennent des éléments de profilé en caisson longilignes.
  15. Système de sécurité (10) pour la retenue de véhicules selon l'une des revendications précédentes,
    caractérisé en ce que la zone de passage est agencée dans une interruption (L) du dispositif de glissière de sécurité (12, 14), et en ce que des deux côtés de l'interruption (L), sur les tronçons de dispositif de glissière de sécurité (12, 14) délimitant l'interruption (L), sont agencés des corps de lisse de sécurité (18, 20, 22, 24) qui, dans la position de fermeture, peuvent être joints bout à bout et couplés les uns aux autres dans une zone centrale (30) de l'interruption.
  16. Procédé pour ouvrir et fermer une zone de passage (L) à l'intérieur d'un dispositif de glissière de sécurité (12, 14), qui est installé en position fixe sur des voies ou chaussées de circulation et comprend un agencement de lisses de sécurité (16) mobile par rapport à la zone de passage (L) en cas de besoin, l'agencement de lisses de sécurité (16) pouvant être déplacé entre une position d'ouverture qui libère la zone de passage (L) et une position de fermeture qui barre la zone de passage (L),
    caractérisé en ce que l'agencement de lisses de sécurité (16) comprend une pluralité de corps de lisses de sécurité (18, 20, 22, 24), que l'on peut faire coulisser sur un tronçon du dispositif de glissière de sécurité (12, 14) pour libérer la zone de passage (L), tel que pour ouvrir la zone de passage (L)
    A) on déverrouille les corps de lisses de sécurité (18, 20, 22, 24),
    B) on fait tout d'abord coulisser le corps de lisses de sécurité supérieur (18, 22) sur le dispositif de glissière de sécurité (12, 14), et
    C) on fait ensuite coulisser le corps de lisses de sécurité (20, 24) respectivement situé sur le niveau directement plus bas, sur le dispositif de glissière de sécurité (12, 14), jusqu'à ce que la zone de passage (L) soit libérée,
    et tel que pour fermer la zone de passage (L)
    D) on fait coulisser successivement les corps de lisses de sécurité (18, 20, 22, 24) pour les retirer du dispositif de glissière de sécurité (12, 14), et
    E) on les bloque ensuite dans la position de fermeture, en barrant ainsi la zone de passage (L).
EP04016989A 2004-07-19 2004-07-19 Barrière de sécurité avec un passage Active EP1619312B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP04016989A EP1619312B1 (fr) 2004-07-19 2004-07-19 Barrière de sécurité avec un passage
DE502004010166T DE502004010166D1 (de) 2004-07-19 2004-07-19 Fahrzeugrückhaltesystem zum Absichern von Fahrbahnen in einem Passagebereich
AT04016989T ATE444403T1 (de) 2004-07-19 2004-07-19 Fahrzeugrückhaltesystem zum absichern von fahrbahnen in einem passagebereich

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04016989A EP1619312B1 (fr) 2004-07-19 2004-07-19 Barrière de sécurité avec un passage

Publications (2)

Publication Number Publication Date
EP1619312A1 EP1619312A1 (fr) 2006-01-25
EP1619312B1 true EP1619312B1 (fr) 2009-09-30

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04016989A Active EP1619312B1 (fr) 2004-07-19 2004-07-19 Barrière de sécurité avec un passage

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EP (1) EP1619312B1 (fr)
AT (1) ATE444403T1 (fr)
DE (1) DE502004010166D1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007029926A1 (de) 2007-06-28 2009-01-02 Volkmann & Rossbach Gmbh & Co. Kg Fahrzeugrückhaltesystem zum Absichern von Fahrbahnen mit einem Passagebereich
US8647012B2 (en) 2010-05-05 2014-02-11 Energy Absorption Systems, Inc. Gate for barrier system and methods for the assembly and use thereof
WO2016193378A1 (fr) 2015-06-03 2016-12-08 Airbus Operations Gmbh Système de refroidissement à espace optimisé pour office, et procédé de fonctionnement dudit système de refroidissement

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1905063U (de) * 1964-07-04 1964-11-26 Pass & Co Bewegbares leitplankenteilstueck fuer entfernbare absperrungen.
DE1803862A1 (de) 1967-10-23 1969-05-14 Vmw Ranshofen Berndorf Ag Leitvorrichtung,insbesondere Leitschiene
US5211503A (en) 1991-04-24 1993-05-18 Energy Absorptions Systems, Inc. Barrier gate for longitudinal highway barrier
DE4422050C2 (de) 1994-06-27 1998-04-09 Spig Schutzplanken Prod Gmbh Leitschwellenstrang

Also Published As

Publication number Publication date
ATE444403T1 (de) 2009-10-15
EP1619312A1 (fr) 2006-01-25
DE502004010166D1 (de) 2009-11-12

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