EP2063026A2 - Traffic guidance device - Google Patents
Traffic guidance device Download PDFInfo
- Publication number
- EP2063026A2 EP2063026A2 EP20090003160 EP09003160A EP2063026A2 EP 2063026 A2 EP2063026 A2 EP 2063026A2 EP 20090003160 EP20090003160 EP 20090003160 EP 09003160 A EP09003160 A EP 09003160A EP 2063026 A2 EP2063026 A2 EP 2063026A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- guidance device
- traffic guidance
- anchor
- supports
- train
- 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.)
- Withdrawn
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Classifications
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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
- E01F15/025—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. Therefore, especially on bridges traffic guidance facilities are used in the form of concrete barriers, which although usually 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 has the same, except for connection points 42 along the direction 3, in Fig. 2 illustrated cross-section.
- 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.
- To the front plate 10 is followed by an obliquely upward obliquely upwards 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 at its in Fig. 2 right upper edge of a beveled portion 44, 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.
- For stabilization are as part of the rear part 16 in the in Fig. 2 illustrated view formed as a right triangles 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 content of this application is hereby incorporated into the present application.
- 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.
- In the rear region of the anchor 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.
- FIG. 6 A third embodiment of the invention will be described. Identical parts are given the same reference numerals as in the first embodiment, to which reference is hereby made. Structurally different, but functionally similar parts receive the same reference numerals with a trailing b.
- 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 of describing the structure is to describe that in the right of the central longitudinal plane 48 in FIG Fig. 2 lying half of the first embodiment is taken and mirrored at the level 48, so that a substantially mirror-symmetrical structure is formed.
- 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 in the third embodiment both in an impact of the in Fig. 6 left as well as from in Fig. 6 right side in front. First, the front portion 5 would be deformed and subsequently the block 14. For example, in an impact from the in Fig. 6 on the right side, the part 13b would take over the support function of the rear part and vice versa.
- FIG. 7 A fourth embodiment of the invention is described. 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. As in the second embodiment, the attachment to the bottom 18 but not via fastening anchor 21, but via anchor 46 with heads 47, which are rammed by the block 14 into the ground. The floor 8c is thus not concrete or asphalt, but soil. Otherwise the same applies to the second and third embodiments.
- FIG. 8 A fifth embodiment of the invention is described. 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 d followed.
- the front portion 5 is constructed the same as in the first embodiment, that is, there is a bottom plate 9, a front plate 10, a slant plate 11 and a cover plate 12 are 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. There are two superposed crash barriers 57 are provided.
- 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.
- FIG. 11 A seventh embodiment of the invention is described. 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.
- connection of two train anchors 53 with each other is as in Fig. 10 shown.
- Advantageous to the attachment of the train anchor 53 according to Fig. 11 is that they do not have to be routed through holes 52, which may be more difficult with an existing and assembled traffic guidance equipment.
- the supports 23f are not weakened by the bores 52.
- the attachment of the train anchor 53 according to Fig. 11 thus allows easy retrofitting and stabilization of an existing traffic guidance 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 with appropriate adaptation, as in Fig. 6 is shown.
- 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)
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- 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)
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Abstract
Description
Die Erfindung betrifft eine Verkehrs-Leit-Einrichtung zur Anbringung am Rand einer Fahrbahn für Kraftfahrzeuge.The invention relates to a traffic guidance device for attachment to the edge of a roadway for motor vehicles.
Verkehrs-Leit-Einrichtungen sind in verschiedenen Ausgestaltungen bekannt. Besonders auf Brücken haben sie große Bedeutung, da sie verhindern sollen, dass ein von der Fahrbahn abkommendes Fahrzeug von der Brücke stürzt. Vor allem auf Brücken werden deshalb Verkehrs-Leit-Einrichtungen in Form von Betonbarrieren verwendet, die zwar im Regelfall verhindern, dass das Fahrzeug von der Brücke stürzt, häufig jedoch aufgrund ihrer Härte zu erheblichen Schäden an Fahrzeug und Fahrzeuginsassen führen.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. Therefore, especially on bridges traffic guidance facilities are used in the form of concrete barriers, which although usually prevent the vehicle from the bridge crashes, but often lead to considerable damage to the vehicle and passengers due to their hardness.
Der Erfindung liegt die Aufgabe zugrunde, eine Verkehrs-Leit-Einrichtung zu schaffen, die die Nachteile des Standes der Technik überwindet.The invention has for its object to provide a traffic control device that overcomes the disadvantages of the prior art.
Die Aufgabe wird durch die Merkmale des Anspruches 1 gelöst. Der Kern der Erfindung besteht darin, bei einer Verkehrs-Leit-Einrichtung mit voneinander getrennten Vertikal-Stützen horizontale Zug-Anker zur Längsversteifung zu verwenden.The object is solved by the features of
Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen.Further advantageous embodiments of the invention will become apparent from the dependent claims.
Zusätzliche Merkmale und Einzelheiten ergeben sich aus der Beschreibung von sieben Ausführungsbeispielen anhand der Zeichnung. Es zeigen
- Fig. 1
- eine Verkehrs-Leit-Einrichtung gemäß einem ersten Ausführungsbeispiel,
- Fig. 2
- einen Querschnitt der Verkehrs-Leit-Einrichtung gemäß
Fig. 1 , - Fig. 3
- eine Ausschnittvergrößerung eines Befestigungs-Ankers der Verkehrs-Leit-Einrichtung gemäß
Fig. 1 , - Fig. 4
- eine Ausschnittvergrößerung der Boden-Platte der Verkehrs-Leit-Einrichtung gemäß
Fig. 1 , - Fig. 5
- eine Verkehrs-Leit-Einrichtung gemäß einem zweiten Ausführungsbeispiel,
- Fig. 6
- eine Verkehrs-Leit-Einrichtung gemäß einem dritten Ausführungsbeispiel,
- Fig. 7
- eine Verkehrs-Leit-Einrichtung gemäß einem vierten Ausführungsbeispiel,
- Fig. 8
- eine Verkehrs-Leit-Einrichtung gemäß einem fünften Ausführungsbeispiel,
- Fig. 9
- eine Verkehrs-Leit-Einrichtung gemäß einem sechsten Ausführungsbeispiel,
- Fig. 10
- eine Verbindung von Zug-Ankern gemäß dem sechsten Ausrungsbeispiel und
- Fig. 11
- eine Verkehrs-Leit-Einrichtung gemäß einem siebten Ausführungsbeispiel.
- Fig. 1
- a traffic guidance device according to a first embodiment,
- Fig. 2
- a cross section of the traffic guidance device according to
Fig. 1 . - Fig. 3
- a detail enlargement of a mounting anchor the traffic control device according to
Fig. 1 . - Fig. 4
- a detail enlargement of the bottom plate of the traffic control device according to
Fig. 1 . - Fig. 5
- a traffic guidance device according to a second embodiment,
- Fig. 6
- a traffic guidance device according to a third embodiment,
- Fig. 7
- a traffic guidance device according to a fourth embodiment,
- Fig. 8
- a traffic guidance device according to a fifth embodiment,
- Fig. 9
- a traffic guidance device according to a sixth embodiment,
- Fig. 10
- a connection of train anchors according to the sixth Auserungsbeispiel and
- Fig. 11
- a traffic guidance device according to a seventh embodiment.
Im Folgenden wird unter Bezug auf die
Der Vorder-Abschnitt 5 weist eine horizontal verlaufende, sich entlang der Fahrbahn-Richtung 3 erstreckende, auf dem Boden 8 abgestützte Boden-Platte 9 auf. Bei dem Boden 8 handelt es sich bei dem ersten Ausführungsbeispiel entweder um Asphalt oder Beton. Im zweiten Ausführungsbeispiel wird die Befestigung an normalem Erdreich beschrieben. An die Boden-Platte 9 schließt sich eine im Wesentlichen vertikal verlaufende, sich über einen Teil der Gesamthöhe HG der Einrichtung 1 erstreckende Vorder-Platte 10 an. Die Vorder-Platte 10 besitzt eine Höhe HV. Es gilt: HV/HG ≥ 0,5, ≥ 0,6, insbesondere ungefähr gleich 0,75. An die Vorder-Platte 10 schließt sich eine unter einem Winkel b schräg nach oben in Richtung 4 verlaufende Schräg-Platte 11 an, wobei bevorzugt b ≈ 45°.The
An die Schräg-Platte 11 schließt sich eine dem Mittel-Abschnitt 6 zugeordnete, horizontal verlaufende Deck-Platte 12 an. Die Platten 9, 10, 11 und 12 sind einteilig miteinander ausgebildet und bestehen aus einem zusammenhängenden Blech, insbesondere Stahlblech. Die vier Platten werden zusammen als Vorderteil 13 bezeichnet. Im Bereich des MittelAbschnitts 6 ist unterhalb der Deck-Platte 12 ein quaderförmiger Block 14 aus Porenbeton, Gasbeton oder einem anderen ähnlich zusammendrückbaren mineralischen Material vorgesehen. Der Block 14 weist ungefähr die Höhe HG und eine Dicke DP auf, wobei DP/HG ≥ 0,15, insbesondere gleich 0,25. Der Block 14 ist mit seiner Unterseite 15 auf dem Boden 8 abgestützt. Der Block 14 ist an einem einteilig aus Metall gebildeten Hinterteil 16 befestigt. Das Hinterteil 16 besteht aus einer Deck-Platte 17, die horizontal verläuft und auf der Oberseite 18 des Blocks 14 aufliegt. An die Deck-Platte 17 schließt sich eine vertikal verlaufende am Block 14 anliegende Hinter-Platte 19 an, mit der wiederum eine horizontal verlaufende, auf dem Boden 8 abgestützte Boden-Platte 20 verbunden ist. Die Boden-Platte 20 steht von der Hinter-Platte 19 entlang der Seiten-Richtung 4 nach hinten hervor. Die Platten 17, 19 und 20 sind einteilig miteinander ausgebildet und bestehen bevorzugt aus einem einteiligen Stahlblech. Der Block 14 weist an seinem in
Der Block 14 ist mit nachfolgend näher beschriebenen Befestigungs-Ankem 21 an dem Hinterteil 16 befestigt. Diese greifen durch in der Hinter-Platte 19 angebrachte horizontale Bohrungen 22. Zur Stabilisierung sind als Teil des Hinterteils 16 in der in
Die Vorder-Platte 10, die Schräg-Platte 11, die Vorderseite 26 des Blocks 14 sowie der Boden 8 umschließen einen Deformations-Raum 27, der beim vorliegenden Ausführungsbeispiel leer ist, jedoch auch mit entsprechenden kompressiblen Materialien wie Kunststoffschaum, Glaswolle, etc. gefüllt sein kann. In der vorderen Boden-Platte 9 sind nebeneinander zahlreiche schlüssellochförmige Ausnehmungen 28 angeordnet, die aus einem kreisförmigen Abschnitt 29 mit Durchmesser DK und einem sich unmittelbar daran anschließenden länglichen Abschnitt 30 der Breite BL bestehen. BL ist kleiner als DK, wobei DK im Wesentlichen dem Außendurchmesser des Befestigungs-Ankers 21 in diesem Bereich entspricht. Es handelt sich bei der Ausnehmung 28 also um ein sich verjüngendes Langloch, wobei der schmalere Abschnitt in Richtung des Fahrbahn-Randes 2 weist. Es ist möglich, dass die Ausnehmung 28 andere Formen besitzt. Es ist grundsätzlich auch möglich, ein Langloch gleichbleibender Dicke zu verwenden. Es ist ferner möglich, eine Langlochform zu wählen, bei der die Breite stetig abnimmt. Die Boden-Platte 9 ist durch die Ausnehmungen 28 hindurch mit Befestigungs-Ankern 21 auf dem Boden 8 befestigt.The
In
Im Folgenden wird zunächst die Montage der Verkehrs-Leit-Einrichtung 1 und dann deren Verhalten bei einem Aufprall beschrieben. Auf die jeweilige Baustelle werden nur zwei verschiedene Teile, nämlich die Vorderteile 13 und die Hinterteile 16 getrennt voneinander geliefert. Die Vorderteile 13 lassen sich platzsparend aufeinander stapeln. Dasselbe gilt im Prinzip für die Hinterteile 16. Bei diesen ist der Block 14 bereits mit der Hinter-Platte 19 verschraubt, also vormontiert. An den entsprechenden Positionen werden Bohrlöcher 37 in den Boden 8, d. h. in Beton oder Asphalt gebohrt. Im Anschluss daran werden die Boden-Platten 9 und 20 über Befestigungs-Anker 21 mit dem Boden 8 verbunden.The assembly of the
Die Vorderteile 13 weisen an ihren längsseitigen Enden längsseitig vorstehende Verbindungs-Abschnitte 42 auf, die in Längsrichtung über die längsseitigen Enden der Hinterteile 16 hervorstehen. Diese weisen zahlreiche Bohrungen 43 auf. Die Verbindungs-Abschnitte 42 zweier benachbarter Vorderteile 13 werden bei der Montage zur Deckung gebracht und durch zahlreiche Schrauben-Mutter-Verbindungen miteinander verschraubt. Hierdurch entsteht eine entlang der Fahrbahn-Richtung 3 endlose Verkehrs-Leit-Einrichtung 1. Auch werden von oben Befestigungs-Anker 21 durch die Deck-Platten 12 und 17 in den Block 14 geschraubt und alle drei Teile so miteinander verbunden.The
Bei einem Aufprall trifft ein von der Fahrbahn 49 abkommendes Fahrzeug zunächst auf den Vorder-Abschnitt 5, der hierdurch deformiert wird. Hierbei nähert sich die Vorder-Platte 10 dem Block 14 an, wobei der Deformations-Raum 27 verkleinert wird. Durch die Deformation des Vorder-Abschnitts 5 wird kontinuierlich Stoßenergie absorbiert. Die Kante zwischen der Vorder-Platte 10 und der Schräg-Platte 11 führt zu einer Stabilisierung des Vorderteils 13, wodurch bei einem Aufprall mehr Stoßenergie in Wärme umgewandelt werden kann. Darüber hinaus wird bei einem Aufprall die Boden-Platte 9 entlang der Seiten-Richtung 4 verschoben. Hierbei weitet der Befestigungs-Anker 21 die Ausnehmung 28 auf, wodurch ebenfalls in kontrollierter Weise Energie absorbiert wird. Die Ausgestaltung des abgerundeten Schraubenkopfes 41 hat den Vorteil, dass darüber fahrende Reifen nicht aufgerissen werden. Bei einem schwächeren Aufprall wird lediglich der Vorder-Abschnitt 5 deformiert.In a collision, a vehicle coming off the
Ist der Aufprall energiereicher, so kommt die Vorder-Platte 10 an dem Block 14 zu liegen, welcher aus Porenbeton besteht. Durch den Aufprall wird dieser zusammengedrückt, wodurch weitere Energie absorbiert wird. Der Hinter-Abschnitt 7 ist im Wesentlichen starr ausgebildet, um zu verhindern, dass bei einem energiereichen Aufprall die Verkehrs-Leit-Einrichtung 1 durchbrochen wird. Die Verkehrs-Leit-Einrichtung 1 weist somit bei einer vorgegebenen Gesamttiefe TG entlang der Seiten-Richtung 4 ein großes Energieabsorptionsvermögen auf. Bei einem kleineren Aufprall braucht lediglich das Vorderteil 13 ausgewechselt zu werden. Die Aufprallwirkung auf das auftreffende Fahrzeug ist wesentlich geringer, als bei einer Betonbarriere, da bei einem Aufprall auf die erfindungsgemäße Verkehrs-Leit-Einrichtung 1 ein sehr viel höherer Anteil der Aufprallenergie durch Deformation der Verkehrs-Leit-Einrichtung 1 in Wärme umgewandelt wird.If the impact is higher in energy, the
Im Folgenden wird unter Bezugnahme auf
Im Folgenden wird unter Bezugnahme auf
Im Folgenden wird unter Bezugnahme auf
Im Folgenden wird unter Bezugnahme auf
Zur Stabilisierung der Stützen 23d relativ zueinander und insgesamt sind in allen Fuß-Abschnitten 51 Bohrungen 52 auf gleicher Höhe angeordnet, durch die ein Zug-Anker 53, der auch als Zugstab bezeichnet wird, geführt ist. Besonders geeignet sind in der Fachsprache als Dywidag-Zugstäbe bekannte Anker. Diese weisen auf der Oberfläche ein durchlaufendes grobes Gewinde 54 auf, auf das Muttern 55 aufgedreht werden können. Zur Stabilisierung einer Stütze 23d auf dem Zug-Anker 53 werden zwei Muttern 55 links und rechts einer Bohrung 52 angeordnet und gegenüber dem Fuß-Abschnitt 51 festgezogen. Auf diese Weise kann die Stütze 23d bei einem Aufprall auf dem Zug-Anker 53 nicht verschoben werden. Benachbarte Zug-Anker 53 können über hülsenartige mit dem Gewinde 54 zusammenwirkende Verbindungs-Muttern 56 oder Gewindemuffen miteinander verbunden werden, so dass über lange Abstände miteinander verbundene Quer-Armierungen in der Verkehrs-Leit-Einrichtung 1d entstehen. Es können auch mehrere Zug-Anker 53 übereinander angeordnet sein. In diesem Fall sind in jedem Fuß-Abschnitt 51 entsprechend mehrere Bohrungen 52 angeordnet. Die Zug-Anker 53 verlaufen dann sinnvollerweise parallel zueinander. Durch einen Schrägverlauf, d. h. nicht horizontalen Verlauf, der Zug-Anker 53 kann eine zusätzliche Verspannung erzeugt werden.To stabilize the
Kommt es zu einem Aufprall durch ein Fahrzeug auf die Verkehrs-Leit-Einrichtung 1d, so werden die entlang der Fahrbahn-Richtung 3 wirkenden Kräfte nicht nur von den Stützen 23d aufgenommen, die unmittelbar von dem Aufprall betroffen sind, sondern die auftretenden Kräfte über die Zug-Anker 53 auf eine große Zahl von Stützen 23d verteilt. Vor allem die Stabilität der Verkehrs-Leit-Einrichtung 1d entlang der Fahrbahn-Richtung 3 wird durch die Zug-Anker 53 wesentlich erhöht. Bei den Zug-Ankern 53 handelt es sich um preiswerte, auf dem Markt allgemein verfügbare Armierungsstäbe. Zur Vermeidung von Korrosionen können die Zug-Anker 53 zumindest feuerverzinkt sein. Vorteilhaft an der Verwendung der Zug-Anker 53 ist, dass eine Stabilisierung der Stützen 23d gegeneinander möglich ist, ohne die Stützen beispielsweise durch Seile gegeneinander zu verspannen. Das System ist somit im Normalzustand spannungsfrei.If there is an impact by a vehicle on the
Im Folgenden wird unter Bezugnahme auf die
Die Stützen 23e werden von zwei übereinander angeordneten Zug-Ankern 53 durchzogen. Hierzu weisen die Schenkel 61 der im Querschnitt U-förmigen Stützen 23e jeweils hintereinander zwei Bohrungen 52 auf, durch die jeweils ein Zug-Anker 53 geführt ist. Bei den Zug-Ankern 53 handelt es sich um Standard-Zug-Anker, wie sie unter anderem unter der Marke DYWIDAG auf dem Markt sind. Die Zug-Anker 53 weisen ein grobes Außen-Gewinde 54 und auf gegenüberliegenden Seiten Abflachungen 62 auf, damit der Zug-Anker 53 mit Werkzeugen ergriffen und vor allem gedreht werden kann. Der Zug-Anker 53 ist im Bereich der Stützen 23e durch auf diesen aufgeschraubte Muttern 55 mit den Stützen 23e fest verbunden. Jeweils hintereinander angeordnete Zug-Anker 53 werden durch eine auch als Muffe bezeichnete Verbindungs-Mutter 56 miteinander verbunden, die die Enden zweier benachbarter Zug-Anker 53 umgreift.The supports 23e are traversed by two superimposed train anchors 53. For this purpose, the
Zur Reduktion des Spiels zwischen der Verbindungs-Mutter 56 und den Zug-Ankern 53 weist die Mutter 56 mittig eine radial nach außen verlaufende Bohrung 63 auf. Nachdem die Mutter 56 auf die beiden Zug-Anker 53 aufgeschraubt worden ist, wird durch die Bohrung 63 eine selbstaushärtende Klebemasse 67 eingespritzt, die den verbleibenden Innenraum 64, insbesondere den Bereich zwischen dem Außen-Gewinde 54 der Zug-Anker 53 und dem Innen-Gewinde der Mutter 56, ausfüllt, wie dies in
Im Folgenden wird unter Bezugnahme auf
Allgemein wird darauf hingewiesen, dass die besonderen Merkmale der einzelnen Ausführungsbeispiele auch ohne weiteres miteinander kombiniert werden können. So können beispielsweise die Ausnehmungen 28 des ersten Ausführungsbeispiels bei allen Ausführungsbeispielen vorgesehen sein. Die Befestigungs-Anker 21 des ersten Ausführungsbeispiels können, wenn erforderlich, verwendet werden. Bei allen Ausführungsformen kann, wenn gewünscht, ein Block 14 aus porösem, komprimierbarem Material verwendet werden. Sollte der Untergrund aus Erde bestehen, so kann in allen Fällen die Befestigung der jeweiligen Verkehrs-Leit-Einrichtung durch entsprechende Ramm-Anker erfolgen. Alle Ausführungsformen können auch bei entsprechender Anpassung als Mittelleitplanken ausgestaltet sein, wie dies in
Bei dem auch als Gewindestab bezeichneten Zug-Anker handelt es sich allgemein um einen Standard-Zug-Anker, wie er unter anderem unter der Marke "Dywidag" auf dem Markt ist. Der Zug-Anker weist im Wesentlichen einen kreisförmigen Querschnitt auf. Der Zug-Anker ist massiv aus vollem Material, insbesondere Stahl ausgebildet. Insbesondere ist der Zug-Anker nicht nur ein Stahlblech oder Stahlrohr. Der Zug-Anker weist einen Durchmesser von 10 bis 60 mm, insbesondere 20 bis 40 mm, insbesondere 25 bis 32 mm auf. Auf der Außenseite ist ein grobes Außen-Gewinde vorgesehen, insbesondere aufgewalzt. Vorzugsweise erstreckt sich das Außen-Gewinde über die gesamte Länge des Zug-Ankers. Auf gegenüberliegenden Seiten des Zug-Ankers sind Abflachungen vorgesehen, damit der Zug-Anker mit Werkzeugen ergriffen und gedreht werden kann. Der Zug-Anker weist eine große Eigensteifigkeit auf, so dass auch Schubkräfte und nicht nur Zugkräfte entlang der Längsrichtung des Zug-Ankers übertragbar sind. Insofern unterscheidet sich der Zug-Anker wesentlich von einem Stahlseil. Darüber hinaus besteht beim Zug-Anker anders als bei einem Stahlseil nicht das Problem des Durchhängens und dass das Seil vorgespannt werden muss. Der Zug-Anker weist eine typische Zugfestigkeit von ca. 500 - 600 N/mm2 auf. Vorzugsweise wird für den Zug-Anker eine derartige Festigkeit gewählt, um die beste Kombination aus Zug- und Druckbelastbarkeit und Flexibilität zu gewährleisten. Höhere Festigkeiten von mehr als 900 N/mm2 könnten bei plötzlicher Stoßbelastung zum Reißen des Zug-Ankers führen, ohne dass eine plastische Deformation durch Einschnüren stattfindet. Ein Einsatz höherer Festigkeiten ist jedoch in Einzelfällen denkbar. Der Bruchwert der Zug-Anker auf Zug liegt zwischen 100 kN und 1200 kN, insbesondere 150 kN bis 630 kN. Bezogen auf die einzelnen Durchmesser sind die Bruchlasten wie folgt: Bei 50 mm Durchmesser 1080 kN, bei 40 mm Durchmesser 631 kN, bei 32 mm Durchmesser 442 kN, bei 28 mm Durchmesser 336 kN und bei 16 mm Durchmesser 111 kN. Diese Zahlenangaben sind alle rein beispielhaft. Es ist grundsätzlich möglich, auch Zug-Anker mit einem anderen Querschnitt, insbesondere einem rechteckigen Querschnitt, zu verwenden. Besonders bevorzugt sind jedoch Zug-Anker mit einem im Wesentlichen runden oder ovalen Querschnitt. Benachbarte Zug-Anker sind durch nicht dargestellte Verbindungsmuttern bzw. -Muffen mit einem zu dem Außengewinde passenden Innengewinde zu einem endlosen Verbund verbunden. Bezüglich der Verbindung benachbarter Zug-Anker wird auf die
Claims (15)
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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 |
DE102010019216A1 (en) | 2010-05-04 | 2011-11-10 | Sah Verkehrstechnik Gmbh | guardrail |
DE102010037118A1 (en) | 2010-08-23 | 2012-02-23 | Muhr Und Bender Kg | Safety barrier for a safety device on a road and method for producing a safety barrier |
DE102011084874A1 (en) | 2011-09-21 | 2013-03-21 | TOGE-Dübel A. Gerhard KG | Device for fastening e.g. road sign at asphalt in motorway, has holding plate including holding plate-center of gravity-line, and plate arrangement including plate arrangement-center of gravity-line arranged within equalizing plate surface |
CZ304240B6 (en) * | 2012-11-19 | 2014-01-22 | ÄŚĂhal | Barrier system, particularly for roads and bridges |
DE102016118394A1 (en) | 2016-09-28 | 2018-03-29 | Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG | Concrete screw for a vehicle restraint system |
IT201700037889A1 (en) * | 2017-04-10 | 2018-10-10 | Enzo Rillo | ROAD SAFETY BARRIER - TIGHT WINDOW |
WO2019068140A1 (en) * | 2017-10-03 | 2019-04-11 | Safe Direction Pty Ltd | Barrier system with composite rail |
IT201900018317A1 (en) * | 2019-10-09 | 2021-04-09 | Anas S P A | Road safety traffic divider barrier in steel |
CN113174794B (en) * | 2021-04-09 | 2022-10-25 | 江苏楷正建设有限公司 | Municipal road reinforcing device and construction method |
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US20020014620A1 (en) * | 2000-05-26 | 2002-02-07 | Hakan Nilsson | Side guard fence |
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AT320711B (en) * | 1973-03-01 | 1975-02-25 | Baumann Ernst | Back-tensioned guardrail |
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2005
- 2005-08-23 DE DE102005039705A patent/DE102005039705A1/en not_active Withdrawn
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2006
- 2006-04-26 DE DE502006004421T patent/DE502006004421D1/en active Active
- 2006-04-26 EP EP20090003160 patent/EP2063026A3/en not_active Withdrawn
- 2006-04-26 SI SI200630449T patent/SI1722037T1/en unknown
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US20020014620A1 (en) * | 2000-05-26 | 2002-02-07 | Hakan Nilsson | Side guard fence |
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EP1722037B1 (en) | 2009-08-05 |
RU2413814C2 (en) | 2011-03-10 |
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EP1722037A2 (en) | 2006-11-15 |
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RU2006115834A (en) | 2007-11-27 |
DE102005039705A1 (en) | 2006-11-16 |
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DE502006004421D1 (en) | 2009-09-17 |
ATE438761T1 (en) | 2009-08-15 |
EP2063026A3 (en) | 2009-09-09 |
SI1722037T1 (en) | 2010-01-29 |
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