EP1722037A2 - Dispositif de guidage de la circulation - Google Patents

Dispositif de guidage de la circulation Download PDF

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Publication number
EP1722037A2
EP1722037A2 EP06008593A EP06008593A EP1722037A2 EP 1722037 A2 EP1722037 A2 EP 1722037A2 EP 06008593 A EP06008593 A EP 06008593A EP 06008593 A EP06008593 A EP 06008593A EP 1722037 A2 EP1722037 A2 EP 1722037A2
Authority
EP
European Patent Office
Prior art keywords
guidance device
traffic guidance
supports
anchor
anchors
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.)
Granted
Application number
EP06008593A
Other languages
German (de)
English (en)
Other versions
EP1722037B1 (fr
EP1722037A3 (fr
Inventor
Andreas Gerhard
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.)
SAH Verkehrstechnik GmbH
Original Assignee
Durabel Baubedarf GmbH
Toge Duebel A Gerhard 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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=36782533&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1722037(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Priority to PL06008593T priority Critical patent/PL1722037T3/pl
Priority to SI200630449T priority patent/SI1722037T1/sl
Priority to EP20090003160 priority patent/EP2063026A3/fr
Priority to DE202006020863U priority patent/DE202006020863U1/de
Application filed by Durabel Baubedarf GmbH, Toge Duebel A Gerhard KG filed Critical Durabel Baubedarf GmbH
Publication of EP1722037A2 publication Critical patent/EP1722037A2/fr
Publication of EP1722037A3 publication Critical patent/EP1722037A3/fr
Publication of EP1722037B1 publication Critical patent/EP1722037B1/fr
Application granted granted Critical
Priority to CY20091101103T priority patent/CY1109511T1/el
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E01F15/025—Combinations of at least two of the barrier member types covered by E01F15/04 - E01F15/08, e.g. rolled steel section or plastic strip backed up by cable, safety kerb topped by rail barrier
    • 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
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/085—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using metal

Definitions

  • the invention relates to a traffic guidance device for attachment to the edge of a roadway for motor vehicles.
  • Traffic guidance devices are known in various forms. They are particularly important on bridges because they are intended to prevent a vehicle coming off the road from falling off the bridge. Especially on bridges traffic guidance devices are therefore used in the form of concrete barriers, which generally prevent the vehicle from the bridge crashes, but often lead to considerable damage to the vehicle and passengers due to their hardness.
  • the invention has for its object to provide a traffic control device that overcomes the disadvantages of the prior art.
  • the object is solved by the features of claim 1.
  • the essence of the invention is to use in a traffic guidance device with separate vertical supports horizontal train anchor for longitudinal reinforcement.
  • a traffic guidance device 1 is mounted on the edge of roadways 49 to prevent vehicles coming off the roadway from passing over the roadway edge 2. This is especially important on bridges, especially on motorway bridges.
  • the device 1 extends along a roadway direction 3 and, apart from connecting points 42 substantially along the direction 3, has the same cross-section as illustrated in FIG.
  • the device 1 has along a horizontal, perpendicular to the roadway direction 3 extending side direction 4 a the roadway edge 2 facing front portion 5, an adjoining middle section 6 and an adjoining rear section 7.
  • the front portion 5 has a horizontally extending, along the roadway direction 3 extending, supported on the bottom 8 bottom plate 9.
  • the first embodiment is either asphalt or concrete.
  • the attachment to normal soil is described.
  • the bottom plate 9 is followed by a substantially vertically extending, over a portion of the total height H G of the device 1 extending front plate 10 at.
  • the front plate 10 has a height H V.
  • H V / H G ⁇ 0.5, ⁇ 0.6, in particular approximately equal to 0.75.
  • At the front plate 10 is followed by an obliquely upward obliquely upward in the direction 4 inclined plate 11, wherein preferably b ⁇ 45 °.
  • the inclined plate 11 is followed by a middle section 6 associated, horizontally extending deck plate 12 at.
  • the plates 9, 10, 11 and 12 are integrally formed with each other and consist of a continuous sheet, in particular sheet steel.
  • the four plates are referred to together as the front part 13.
  • a block-shaped block 14 of aerated concrete, aerated concrete or another similarly compressible mineral material In the area of the middle section 6, beneath the cover plate 12, there is provided a block-shaped block 14 of aerated concrete, aerated concrete or another similarly compressible mineral material.
  • the block 14 has approximately the height H G and a thickness D P , where D P / H G ⁇ 0.15, in particular equal to 0.25.
  • the block 14 is supported with its underside 15 on the floor 8.
  • the block 14 is attached to a rear part 16 formed in one piece of metal.
  • the rear part 16 consists of a cover plate 17 which extends horizontally and rests on the upper side 18 of the block 14.
  • the deck plate 17 is adjoined by a vertically extending rear plate 19 resting against the block 14, to which in turn a horizontally extending base plate 20 supported on the base 8 is connected.
  • the bottom plate 20 projects rearward from the rear plate 19 along the side direction 4.
  • the plates 17, 19 and 20 are integrally formed with each other and are preferably made of a one-piece sheet steel.
  • the block 14 has a beveled portion 44 at its upper right edge in FIG. 2, ie in this area the right-angled edge has been removed. The portion 44 extends substantially parallel to the inclined plate 11 spaced therefrom.
  • the block 14 is fastened to the rear part 16 with mounting anchors 21 described in more detail below. These grip by mounted in the rear plate 19 horizontal holes 22.
  • mounting anchors 21 described in more detail below. These grip by mounted in the rear plate 19 horizontal holes 22.
  • supports 23 welded to their longer legs are welded to the rear plate 19 and are welded with their shorter leg to the bottom plate 20. These are arranged at regular intervals along the lane direction 3, for example, every meter. It is also possible not to provide the rear floor panel 20 continuously along the lane direction 3, but to provide only corresponding portions in the vicinity of the pillars 23. It is also possible to use supports that do not taper in a triangular shape towards the top, but have a rectangular cross-section in the side view.
  • T-beams or double-T beams are used as supports.
  • the bottom plate 20 and the supports 23 are associated with the rear portion 7.
  • the deck plate 17 and the rear plate 19 and the block 14 are associated with the central portion 6.
  • the front part 13 and the rear part 16 are connected to each other through holes 25 which run vertically through the top plate 12, the cover plate 17 and the block 14, via corresponding fastening anchor 21.
  • the front plate 10, the oblique plate 11, the front 26 of the block 14 and the bottom 8 enclose a deformation space 27, which is empty in the present embodiment, but also with corresponding compressible materials such as plastic foam, glass wool, etc. filled can be.
  • numerous keyhole-shaped recesses 28 are arranged side by side, which consist of a circular portion 29 with a diameter D K and an immediately adjoining elongated portion 30 of the width B L.
  • B L is smaller than D K , where D K is substantially equal to the outside diameter of the mounting anchor 21 in this area. It concerns with the recess 28 thus to a tapered slot, the narrower portion facing in the direction of the roadway edge 2. It is possible that the recess 28 has other shapes. It is also possible in principle to use a slot of constant thickness. It is also possible to choose a slot shape in which the width decreases steadily.
  • the bottom plate 9 is fastened through the recesses 28 with fastening anchors 21 on the floor 8.
  • the armature 21 has a cylindrical core 31 with a thread 32 extending from the insertion end opposite to the screwing-in direction, which has cutting elements 33 in the front section.
  • the armature 21 has an outwardly open internal thread 34 and at the bottom for screwing the armature 21 on a polygonal socket 35.
  • the core 31 has an outwardly widening collar 36.
  • a borehole 37 is first drilled, this partially filled with a thermosetting compound 38 and then the core 31 is screwed with an impact wrench in the borehole 37 until the collar 36 is aligned with the top of the bottom 8.
  • the object to be fastened for example the bottom plate 9 is placed with the recess 28 over the internal thread 34.
  • a screw with a metal external thread 39 is screwed with a washer 40 and a rounded polygonal head 41 through the recess 28 in the internal thread 34 and the object, for example, the bottom plate 9, attached to the bottom 8.
  • the core 31 with the thread 32 in the bottom 8 is not permanently - unlike a screw - under tension, since the head 41 is ultimately supported on the collar 36.
  • the compound compound 38 results in a particularly good anchorage in the ground, which is particularly advantageous for porous materials such as asphalt or concrete.
  • z instead of the mounting anchor 21 and normal screws, z. As concrete screws used.
  • the assembly of the traffic guidance device 1 and then its behavior in the event of an impact will first be described below. Only two different parts, namely the front parts 13 and the rear parts 16 are supplied separately from each other on the respective construction site.
  • the front parts 13 can be stacked on each other to save space.
  • the block 14 is already bolted to the rear plate 19, so pre-assembled.
  • holes 37 are made in the ground 8, d. H. drilled in concrete or asphalt.
  • the bottom plates 9 and 20 are connected via fastening anchor 21 to the bottom 8.
  • the front parts 13 have at their longitudinal ends longitudinally projecting connecting portions 42 which project longitudinally beyond the longitudinal ends of the rear parts 16. These have numerous holes 43.
  • the connecting portions 42 of two adjacent front parts 13 are brought into coincidence during assembly and screwed together by numerous screw-nut connections. This creates an along the roadway direction 3 endless traffic-guiding device 1. Also, from above fastening anchor 21 are screwed through the deck plates 12 and 17 in the block 14 and all three parts connected to each other.
  • a vehicle coming off the roadway 49 first encounters the front section 5, which is thereby deformed.
  • the front plate 10 approaches the block 14, whereby the deformation space 27 is reduced.
  • the deformation of the front section 5 continuously absorbs impact energy.
  • the edge between the front plate 10 and the slant plate 11 stabilizes the front part 13, whereby more impact energy can be converted to heat in an impact.
  • the bottom plate 9 is displaced along the side direction 4.
  • the attachment armature 21 expands the recess 28, whereby energy is also absorbed in a controlled manner.
  • the design of the rounded screw head 41 has the advantage that overlying tires are not torn open. In a weaker impact, only the front portion 5 is deformed.
  • the front plate 10 comes to rest on the block 14, which consists of cellular concrete.
  • the impact collapses it, which absorbs more energy.
  • the rear portion 7 is formed substantially rigid, in order to prevent that in a high-energy impact, the traffic-guiding device 1 is broken.
  • the traffic guidance device 1 thus has a large energy absorption capacity along a given total depth T G along the lateral direction 4.
  • T G total depth along the lateral direction 4.
  • only the front part 13 needs to be replaced.
  • the impact on the impacting vehicle is much lower than in a concrete barrier, since in a collision with the traffic control device 1 according to the invention a much higher proportion of the impact energy is converted by deformation of the traffic control device 1 into heat.
  • the second embodiment relates to the case that the traffic guidance device 1a need not be mounted on concrete or asphalt, but on soil. In this case, attachment via attachment anchor 21 is not possible.
  • the traffic guidance device 1a need not be mounted on concrete or asphalt, but on soil. In this case, attachment via attachment anchor 21 is not possible.
  • alternatively arranged in the block 14, one behind the other, vertical holes 45 are rammed by the rod-shaped armature 46 with radially projecting heads 47 in the bottom 8a.
  • the advantage of the deformability of the front portion 5 is retained even in this embodiment. The same applies to the simple installation on the building. Only the energy absorption in the recesses 28 is eliminated.
  • the third embodiment relates to the case that the traffic guidance device 1b is not arranged on the outer edge of a road 49, but between two roadways, so that it can come from both sides of the traffic-guiding device 1b to bounce.
  • the simplest way to describe the structure is to take the half of the first exemplary embodiment lying to the right of the central longitudinal plane 48 in FIG. 2 and mirror it on the plane 48, so that a substantially mirror-symmetrical structure is created.
  • a block 14 is arranged and on the sides of the block 14 a front part 13 and a plane 48 mirrored on the second front part 13 b are arranged.
  • the parts 13 and 13b are connected via attachment anchors 21 to the floor 8, ie asphalt or concrete.
  • Due to the symmetrical structure is located on both sides of the block 14, a deformation space 27 and 27b.
  • the positive deformation properties described in the first embodiment are present in the third embodiment both in an impact of the left in Fig. 6 and the right in Fig. 6 side. First, the front portion 5 would be deformed and subsequently the block 14. For example, in an impact from the right in Fig. 6 side of the part 13b would take over the support function of the rear part and vice versa.
  • FIG. 1 Identical parts are given the same reference numerals as in the first embodiment. Structurally different, but functionally similar parts receive the same reference numerals with a c.
  • the fourth embodiment has substantially the same structure as the third embodiment. It is therefore intended for the arrangement between two lanes.
  • the floor 8c is thus not concrete or asphalt, but soil. Otherwise the same applies to the second and third embodiments.
  • the front portion 5 is constructed the same as in the first embodiment, that is, in the first embodiment. H.
  • a front plate 10 a slant plate 11 and a cover plate 12 is provided as a one-piece component.
  • On the deck plate 12 a cross-sectionally L-shaped profile is attached. This has a screwed to the top plate 12 deck plate 17d, from which a rear portion 16d extends vertically downwards.
  • the rear portion 16d does not extend to the bottom but only the fraction of the total height required to secure thereto vertical supports 23d with screws 21d.
  • the supports 23d are designed as T-beams. It is also possible to use double-T beams or supports according to the first embodiment.
  • the supports 23d are fixed to respective bottom plates 20d, in particular welded. These bottom plates 20d are bolted to the base 8 via fastening anchors 21d.
  • the supports 23d are arranged such that their transverse section 50 is screwed flat with the rear part 16d via screws 21d.
  • the foot portion 51 protrudes perpendicularly from the transverse portion 50 along the direction 4.
  • holes 52 are arranged at the same height in all foot sections, through which a pull-anchor 53, which is also referred to as a tie rod, is guided.
  • a pull-anchor 53 which is also referred to as a tie rod
  • Particularly suitable are known in the trade as Dywidag tension rods known anchors. These have on the surface on a continuous coarse thread 54 on which nuts 55 can be turned on.
  • a support 23 d on the pull anchor 53 two nuts 55 are arranged on the left and right of a bore 52 and tightened relative to the foot portion 51. In this way, the support 23 d can not be displaced in the event of an impact on the pull anchor 53.
  • Adjacent pull anchors 53 can be connected to one another via sleeve-like connecting nuts 56 or threaded sleeves cooperating with the thread 54, so that cross-armatures which are interconnected by long distances are formed in the traffic guiding device 1d. It can also be several train anchor 53 are arranged one above the other. In this case, a plurality of bores 52 are respectively arranged in each foot section 51. The tension anchor 53 then expediently parallel to each other. By a skew, ie not horizontal course, the train anchor 53, an additional strain can be generated.
  • the forces acting along the roadway direction 3 forces are taken not only by the supports 23d, which are directly affected by the impact, but the forces occurring over the Pull anchor 53 distributed on a large number of supports 23d.
  • the stability of the traffic guidance device 1d along the roadway direction 3 is substantially increased by the train anchor 53.
  • the pull anchors 53 are inexpensive, generally available on the market reinforcing bars.
  • the train anchor 53 may be at least hot-dip galvanized.
  • the actual crash barriers 57 which form the front part 13e, are standard crash barriers.
  • the upper guardrail 57 is screwed by a screw 58 with the interposition of an L-shaped support member 59 with the cross-sectionally U-shaped support 23e.
  • the lower guardrail 57 is also secured by a screw 58 to a substantially cylindrical, hollow damping element 60. On the opposite side this is screwed by two screws 58 to the support 23e.
  • the supports 23e are traversed by two superimposed train anchors 53.
  • the legs 61 of the cross-sectionally U-shaped supports 23e in each case two holes 52, through which a train anchor 53 is guided in each case.
  • the Switzerland-Ankern 53 are standard train anchor, as they are, inter alia, under the brand DYWIDAG on the market.
  • the pull anchors 53 have a coarse external thread 54 and on opposite sides flats 62, so that the train anchor 53 can be grasped with tools and above all rotated.
  • the tension anchor 53 is fixedly connected to the supports 23e in the area of the supports 23e by nuts 55 screwed onto them.
  • successively arranged train anchor 53 are connected to one another by a connecting nut 56, also referred to as a sleeve, which surrounds the ends of two adjacent pull anchors 53.
  • the nut 56 has centrally a radially outwardly extending bore 63.
  • a self-curing adhesive 67 is injected through the bore 63, which fills the remaining interior space 64, in particular the area between the outer thread 54 of the pull-anchor 53 and the inner thread of the nut 56, as shown in Fig. 10 is shown.
  • curable adhesives 67 for example, epoxy resins in question. After curing of the adhesive 67, the nut 56 sits firmly on the train anchors 53 and there is no game between them. This is of great importance for the stability of the traffic guidance device 1e.
  • the traffic guidance device 1e is a standard traffic guidance device.
  • a seventh embodiment of the invention will be described with reference to FIG. Identical parts are given the same reference numerals as in the first embodiment. Structurally different, but functionally similar parts receive the same reference numerals with a following f.
  • the main difference compared to the sixth embodiment is the attachment of the train anchor 53 to the supports. Otherwise, especially the arrangement of the crash barriers 57 is identical.
  • the supports 23f have with this screwed over nuts 65, opposite to the direction 4 projecting, U-shaped mounting bracket 66. Through this, the two superposed train anchor 53 are guided. With the help of nuts 65, it is possible to press the mounting bracket 66 to the train anchor 53, so that the bracket 66 engage in the thread 54 and so also a fixation of the train anchor 53 takes place along the direction 3.
  • An advantage of the attachment of the train anchor 53 as shown in FIG. 11 is that they do not have to be guided through holes 52, which may be more difficult in an already existing and assembled traffic-guiding device.
  • the supports 23f are not weakened by the bores 52. The attachment of the train anchor 53 of FIG. 11 thus allows easy retrofitting and stabilizing an existing traffic control device.
  • the recesses 28 of the first embodiment may be provided in all embodiments.
  • the fixing anchors 21 of the first embodiment can be used as required.
  • a block 14 of porous, compressible material may be used. If the ground is made of earth, so in all cases, the attachment of the respective traffic-guiding device by appropriate Ramm-anchor done. All embodiments can be configured as Mittelleitplanken even with appropriate adjustment, as shown in Fig. 6.
  • the pull anchors 53 can also be used in all embodiments and especially in conventional guard rail systems.
  • the also referred to as a threaded rod train anchor is generally a standard train anchor, as it is under the brand "Dywidag" on the market.
  • the train anchor has a substantially circular cross-section.
  • the train anchor is solid full material, especially steel formed.
  • the pull anchor is not just a sheet steel or steel tube.
  • the tension anchor has a diameter of 10 to 60 mm, in particular 20 to 40 mm, in particular 25 to 32 mm.
  • On the outside of a coarse external thread is provided, in particular rolled.
  • the external thread extends over the entire length of the tension anchor.
  • Flats are provided on opposite sides of the pull anchor to allow the pull anchor to be gripped and rotated with tools.
  • the train anchor has a great inherent rigidity, so that shear forces and not only tensile forces along the longitudinal direction of the train anchor can be transferred.
  • the train anchor differs significantly from a steel cable.
  • the draw anchor does not have the problem of sagging and the cable must be pretensioned.
  • the tensile anchor has a typical tensile strength of about 500-600 N / mm 2 .
  • such strength is chosen for the pull anchor to ensure the best combination of tensile and compressive strength and flexibility. Higher strengths of more than 900 N / mm 2 could cause the tensile anchor to rupture in the event of sudden impact stress without plastic deformation due to constriction.
  • the breaking value of the tensile anchor to train is between 100 kN and 1200 kN, in particular 150 kN to 630 kN. Relative to the individual diameters, the breaking loads are as follows: at 50 mm diameter 1080 kN, at 40 mm diameter 631 kN, at 32 mm diameter 442 kN, at 28 mm diameter 336 kN and at 16 mm diameter 111 kN.
  • These figures are all purely exemplary. It is in principle possible to use also Buch anchor with a different cross section, in particular a rectangular cross section. However, train anchors with a substantially round or oval cross section are particularly preferred.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Signs Or Road Markings (AREA)
  • Traffic Control Systems (AREA)
  • Financial Or Insurance-Related Operations Such As Payment And Settlement (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
  • Bridges Or Land Bridges (AREA)
  • Road Paving Structures (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
EP06008593A 2005-05-10 2006-04-26 Dispositif de guidage de la circulation Active EP1722037B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PL06008593T PL1722037T3 (pl) 2005-05-10 2006-04-26 Urządzenie do kierowania ruchem
SI200630449T SI1722037T1 (sl) 2005-05-10 2006-04-26 Naprava za vodenje prometa
EP20090003160 EP2063026A3 (fr) 2005-05-10 2006-04-26 Dispositif de guidage de la circulation
DE202006020863U DE202006020863U1 (de) 2005-05-10 2006-04-26 Verkehrs-Leit-Einrichtung
CY20091101103T CY1109511T1 (el) 2005-05-10 2009-10-22 Μηχανισμος καθοδηγησης της κυκλοφοριας

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005021426 2005-05-10
DE102005039705A DE102005039705A1 (de) 2005-05-10 2005-08-23 Verkehrs-Leit-Einrichtung

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP20090003160 Division EP2063026A3 (fr) 2005-05-10 2006-04-26 Dispositif de guidage de la circulation

Publications (3)

Publication Number Publication Date
EP1722037A2 true EP1722037A2 (fr) 2006-11-15
EP1722037A3 EP1722037A3 (fr) 2007-02-14
EP1722037B1 EP1722037B1 (fr) 2009-08-05

Family

ID=36782533

Family Applications (2)

Application Number Title Priority Date Filing Date
EP20090003160 Withdrawn EP2063026A3 (fr) 2005-05-10 2006-04-26 Dispositif de guidage de la circulation
EP06008593A Active EP1722037B1 (fr) 2005-05-10 2006-04-26 Dispositif de guidage de la circulation

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP20090003160 Withdrawn EP2063026A3 (fr) 2005-05-10 2006-04-26 Dispositif de guidage de la circulation

Country Status (8)

Country Link
EP (2) EP2063026A3 (fr)
AT (1) ATE438761T1 (fr)
CY (1) CY1109511T1 (fr)
DE (3) DE102005039705A1 (fr)
ES (1) ES2330772T3 (fr)
PL (1) PL1722037T3 (fr)
RU (1) RU2413814C2 (fr)
SI (1) SI1722037T1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2476940A (en) * 2010-01-14 2011-07-20 Bourne Construction Engineering Ltd Crash barrier for use around edge of car park
CZ304240B6 (cs) * 2012-11-19 2014-01-22 ÄŚĂ­hal Záchytný systém zejména na silnice a mosty
IT201700037889A1 (it) * 2017-04-10 2018-10-10 Enzo Rillo Barriera di sicurezza stradale - arginello stretto
IT201900018317A1 (it) * 2019-10-09 2021-04-09 Anas S P A Barriera spartitraffico di sicurezza stradale in acciaio
CN113174794A (zh) * 2021-04-09 2021-07-27 冉洪钊 一种市政道路加固装置及施工方法

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010019216A1 (de) 2010-05-04 2011-11-10 Sah Verkehrstechnik Gmbh Schutzplanke
DE102010037118A1 (de) 2010-08-23 2012-02-23 Muhr Und Bender Kg Schutzplanke für eine Sicherheitseinrichtung an einer Straße und Verfahren zur Herstellung einer Schutzplanke
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EP0311015A1 (fr) 1987-10-05 1989-04-12 Sps Schutzplanken Gmbh Dispositif formant glissière de sécurité
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GB2476940A (en) * 2010-01-14 2011-07-20 Bourne Construction Engineering Ltd Crash barrier for use around edge of car park
CZ304240B6 (cs) * 2012-11-19 2014-01-22 ÄŚĂ­hal Záchytný systém zejména na silnice a mosty
IT201700037889A1 (it) * 2017-04-10 2018-10-10 Enzo Rillo Barriera di sicurezza stradale - arginello stretto
IT201900018317A1 (it) * 2019-10-09 2021-04-09 Anas S P A Barriera spartitraffico di sicurezza stradale in acciaio
CN113174794A (zh) * 2021-04-09 2021-07-27 冉洪钊 一种市政道路加固装置及施工方法
CN113174794B (zh) * 2021-04-09 2022-10-25 江苏楷正建设有限公司 一种市政道路加固装置及施工方法

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DE502006004421D1 (de) 2009-09-17
ATE438761T1 (de) 2009-08-15
RU2006115834A (ru) 2007-11-27
EP1722037B1 (fr) 2009-08-05
EP2063026A2 (fr) 2009-05-27
DE102005039705A1 (de) 2006-11-16
PL1722037T3 (pl) 2010-01-29
DE202006020863U1 (de) 2010-09-02
ES2330772T3 (es) 2009-12-15
RU2413814C2 (ru) 2011-03-10
SI1722037T1 (sl) 2010-01-29
CY1109511T1 (el) 2014-08-13
EP2063026A3 (fr) 2009-09-09
EP1722037A3 (fr) 2007-02-14

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