EP2158363B1 - Système de retenue de véhicules rempli ou remplissable destiné à délimiter des voies de circulation - Google Patents

Système de retenue de véhicules rempli ou remplissable destiné à délimiter des voies de circulation Download PDF

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Publication number
EP2158363B1
EP2158363B1 EP08773619.5A EP08773619A EP2158363B1 EP 2158363 B1 EP2158363 B1 EP 2158363B1 EP 08773619 A EP08773619 A EP 08773619A EP 2158363 B1 EP2158363 B1 EP 2158363B1
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EP
European Patent Office
Prior art keywords
restraining system
vehicle restraining
base
base barrier
guide
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
EP08773619.5A
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German (de)
English (en)
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EP2158363A1 (fr
Inventor
Vanessa Volkmann
Rüdiger SAATH
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
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Volkmann and Rossbach GmbH and Co KG
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Priority to PL08773619T priority Critical patent/PL2158363T3/pl
Publication of EP2158363A1 publication Critical patent/EP2158363A1/fr
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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
    • E01F15/08—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 present invention relates to a vehicle restraint system for limiting roadways with the features of the preamble of claim 1.
  • a vehicle restraint system for limiting roadways with the features of the preamble of claim 1.
  • Such a system is known from FR-A-2 613 739 known.
  • the vehicle restraint systems can be assigned to different safety categories.
  • One of these parameters is the so-called “stoppage level”, which provides information about how high the stoppage capacity and the suitability for deflecting an impacting vehicle of the respective vehicle restraint system.
  • Another parameter is the so-called “effective range”, which is calculated from a dynamic transverse displacement and the actual construction, in particular the width, of the vehicle restraint system.
  • impact severity level is used to estimate the load on vehicle occupants and, therefrom, an expected severity of injury upon impact of the vehicle on the vehicle restraint system.
  • a fixed vehicle restraint system which is composed of a steel structure, which is firmly clamped by tie rods with the roadway.
  • the tie rods are anchored directly or via dowels or other aids in the underground.
  • this prior art optionally provides that the fixed vehicle restraint system is poured with concrete.
  • its retention level can be significantly improved.
  • the range of effect is reduced thereby.
  • it has been found that such vehicle restraint systems are no longer able to meet the recent increased requirements regarding the safety of vehicle occupants in the event of an impact with regard to the impact severity level.
  • the invention has for its object to provide a vehicle restraint system of the type described above, which is suitable for mobile use and yet has a low containment level sufficient retention and a small sphere of action.
  • the vehicle restraint system is usually not anchored in the ground, for example by using screw connections or tension bolts, as in the prior art GB 821,894 intended.
  • the vehicle restraint system according to the invention should be used in particular for temporary use on construction sites or the like, as in the prior art according to DE 102 290 51 C1 the case.
  • the invention provides over the prior art, significant improvements due to the increase in mass and thereby increased inertia of the entire system in an impact situation .
  • the vehicle restraint system according to the invention does not lose mobility and can be handled in the same way as in the generic prior art discussed above.
  • the base threshold can already be filled with the filling material during manufacture, with the cavity then being closed, so that the filling material is permanently enclosed in the latter.
  • the filler is free-flowing or flowable at least during the filling process.
  • the filling material comprises concrete and / or gravel and / or gravel and / or sand and / or steel.
  • the vehicle restraint system may be given a greater or lesser specific weight per length. It is also possible to design the vehicle restraint system such that the cavity can optionally be filled, for example for a specific installation situation with a more massive filling material and for another installation situation with a less massive filling material. In principle, it is also conceivable to fill the filling material at the construction site itself in the cavity, but in practice this is only practicable in exceptional cases. Preferably, the vehicle restraint system in individual elements (modules) is already delivered with filled cavities to the site.
  • a preferred embodiment of the invention provides that the base threshold is provided with a resting on the ground floor plate which limits the cavity as part of the substantially closed profile.
  • Vehicle restraint system is reduced.
  • the profile forming the cavity is thereby closed.
  • the base threshold is provided with passable side areas of low height. This measure has an advantageous effect on the stability, the low tilt tendency and also on the increase in the weight of the vehicle restraint system.
  • the bottom plate a development of the invention provide that this is coated on its resting on the ground surface with rubber or plastic or similar materials.
  • rubber particles from recycled scrap tires can be used.
  • the friction between the bottom plate and the substrate can be improved, which has a positive effect on the sphere of action.
  • Increasing the friction between the road surface and the floor slab results in a lower dynamic transverse displacement of the vehicle restraint system in the event of an impact.
  • the total support surface can be increased (due to the unevenness of the bottom plate), which also has a positive effect on the dynamic transverse displacement.
  • Another advantage of this is that a small surface pressure between the base plate and substrate is given by increasing the contact surface, so that permanent compression in the road area, especially in heavy heating of the road can be avoided.
  • an elastic material such as rubber granules, road bumps.
  • the base sleeper has at least one stiffening rib running in the direction of the longitudinal axis.
  • stiffening ribs or a continuous stiffening rib can be provided.
  • the at least a stiffening rib limits the cavity. This makes it possible to provide one or more cavities, which allow a gradual filling and thus a gradual increase in weight as needed.
  • the stiffening ribs can be welded or otherwise fixed.
  • the vehicle restraint system is composed of base threshold guide profile assemblies, wherein two adjacent base threshold guide profile assemblies can be releasably coupled together by connecting means.
  • Individual base threshold-Leitprofil assemblies are thus pre-assembled during manufacture, optionally already filled in the production or filled at the site, and then shot assembled, as is already practiced in conventional vehicle restraint systems, such as conventional Leitschwellen- or crash barrier arrangements. In this way, individual basic threshold guide profile assemblies can be individually transported in a simple manner and then assembled at the construction site over long distances to form a stable structure.
  • base threshold guide profile sections of up to twelve meters or longer can be preassembled and filled, which are then transported to the construction site where they are assembled with further sections from individual base threshold guide profile assemblies.
  • the guide profile can be provided in one embodiment of the invention that this has a longitudinally extending guide rail, which is connected via a plurality of support posts with the base threshold.
  • the guide profile has a longitudinally extending guide wall, viewed in achsorthogonalen cross-section as the conically shaped base threshold, as it conically surrounds and is connected thereto via connecting means.
  • the latter embodiment variant has the advantage that the vehicle restraint system no longer offers freely exposed post elements with which an impacting vehicle can interact in such a way that it hooks up with the vehicle restraint system and can not slide on it. Rather, it forms a roadway side largely closed wall on which the impacting vehicle can slide even at high impact angles.
  • the vehicle restraint system according to the invention thus behaves in this respect similarly advantageous as a concrete structure, but has considerable advantages in terms of impact severity, because it yields within the scope of the impact area.
  • a development of the invention in connection with the use of a baffle provides that the baffle is viewed in achsorthogonalen cross-section considered provided with a closed profile that can be filled or filled with filler.
  • the weight of the vehicle restraint system according to the invention can be further increased.
  • a filling wall filled with filling material or an unfilled guide wall can be used.
  • the guide wall can be filled directly during production or only at the construction site with filling material.
  • the choice of filling material can be adapted to the particular application. In this context it should be added that also in the baffle a corresponding cavity is present, which is permanently closed or can be opened or closed for filling purposes either.
  • the guide profile has a guide bar running in the longitudinal direction, which is connected in a substantially positive connection with the base threshold.
  • the guide rail may be formed as a closed profile, which includes as well as the base threshold a cavity which is fillable. The positive connection can be achieved in that one component of the guide profile and the base threshold positively surrounds the respective other component of the guide profile and the base tie.
  • connection areas of two adjacent base sleepers are arranged offset from one another in the longitudinal direction relative to the connection areas of two adjacent guide profiles.
  • the individual assemblies of base threshold and guide profile do not have a perpendicular to the longitudinal axis continuous seam, but rather a step-shaped, ie staggered, seam.
  • This has the advantage that the vehicle restraint system increased rigidity in the Has connecting areas.
  • the connection areas between the assemblies of the base threshold and the guide profile with respect to the rigidity are critical points, since these are mainly the fasteners charged. Due to the staggered connection regions, the vehicle restraint system either in the region of the base threshold or in the region of the guide profile, but not on both, has such a critical point of rigidity and thus has improved rigidity.
  • a development of the invention provides that the base threshold and the guide profile are made of a sheet metal material, in particular made of sheet steel.
  • a first embodiment of a vehicle restraint system according to the invention is shown in achsorthogonalen section and generally with 10th designated. This extends along a longitudinal axis A, which in Fig.2 is shown.
  • the vehicle restraint system 10 includes a base sill 12 which rests on a substrate U and extends along the longitudinal axis A.
  • the base shaft 12 has a bottom plate 16, and two side edges 18 and 20.
  • the side edges 18 and 20 run upwards conically tapered.
  • the side flanks 18 and 20 merge into side regions 22 and 24 which have only a small height and can be driven by a vehicle.
  • the side portions 22 and 24 have a support function and thus reduce the tilting tendency.
  • the side flanks 18 and 20, which terminate in the side regions 22 and 24, include a cavity 26 together with the bottom plate 16.
  • This cavity 26 is filled with a filling material 27, for example with concrete or gravel or crushed stone or sand or steel. It can also be filled with a mixture of such filling material.
  • the cavity 26 is also limited in the axial direction in a manner not shown by corresponding frontally arranged closure plates. These closure plates can be firmly fixed to the side edges 18 and 26 and the bottom plate 16 or be detachably attached thereto.
  • a stiffening rib 28 is further provided, which is welded to the side edges 18 and 26 and increases the stability of the base threshold 12.
  • the base sill 12 receives a plurality of support posts 30 extending vertically upwardly.
  • a parallel to the longitudinal axis A extending guide rail 32 is provided, which is bolted via fastening bolts 34 with the individual support posts 30 or connected via plug-in elements.
  • the guide rail 32 and the support post 30 holding this together form a guide profile 36 which extends above the base shaft 12.
  • Fig.2 shows an interface between two such assemblies, both adjacent base sleepers 12 and adjacent guide profiles 36, the latter in the region of the guide rails 32, are bolted together via connecting bolts 38, 40. Furthermore one recognizes in Fig.2 in that a transverse channel 42 is provided in the base sleeper 12, via which water can flow from one side of the vehicle restraint system 10 to the other side.
  • the advantages of the invention show that by increasing the weight due to the filling of the cavity 26, the inertia of the entire vehicle restraint system is increased, without having to make structural changes to the geometry of the vehicle restraint system itself.
  • the cavity 26 can be arbitrarily designed by welding corresponding continuous reinforcing ribs 28 in terms of its volume size.
  • the reinforcing ribs 28 then form "compartments" which can be filled as required with filling material.
  • base threshold 12 and guide profile 36 can also be joined together by quick connections, such as connectors, tongue and groove joints or the like.
  • the base threshold 112 is formed with tapered flanks 118 and 120 that terminate in support regions 122 and 124.
  • the flanks 118 and 120 together with a bottom plate 116 a cavity 126, which in turn is filled with filler 127.
  • the baffle 136 has two tapered side edges 146 and 148 which are bounded by a substantially horizontally extending cover portion 150 at its top. Furthermore, the two side flanks 146 and 148 are connected to one another by a spacer plate 152 extending in the longitudinal axis A. However, the two side flanks 146 and 148 are down over the spacer plate 152, so that they form a hat-shaped conical receiving area. With this hat-shaped receiving area they are slipped over the correspondingly tapered base threshold 112 and screwed by means of connecting pin 154 with the base threshold 112. For this purpose, 112 corresponding holes are formed in the base threshold, and attached to the back of the side edges 118 and 120 respectively plates 156 with threaded holes into which the mounting screws 154 engage.
  • a cavity 158 is formed, which is optionally filled with filler as it were.
  • the cavity 158 in the baffle 136 is not filled with filling material.
  • FIG. 4 shows now that the second embodiment of the invention comprises a vehicle restraint system 110, which can be assembled in groups in the direction of the longitudinal axis A of assemblies consisting of a base threshold 112 and formed as a guide wall guide profile 136. Also in this embodiment, depending on the choice of filling material, the weight can be adjusted as needed.
  • the embodiment according to 3 and 4 differs from the first embodiment according to Fig.1 and 2 essentially in that it forms a closed wall, so that in contrast to the embodiment according to FIG Fig.1 and 2 no profile posts be presented, which can catch a colliding vehicle in the event of an impact and can thus be prevented in its sliding movement.
  • Fig.5 and 6 show a further modified embodiment of the invention.
  • the same reference numerals are used for identical or equivalent components, but preceded by the numeral "2".
  • the base threshold 212 is also formed with tapered flanks 218 and 220 that terminate in support regions 222 and 224.
  • the flanks 218 and 220 in turn, together with a bottom plate 216, enclose a cavity 226 which, like the embodiments described above, is filled with filling material 227.
  • a guide profile 236, which has a main body 260 with a substantially rectangular cross section and a projection 262 formed on one side of the main body 260.
  • the projection 262 is arranged substantially centrally on this side of the base body 260 facing the base sleeper 212, but an arrangement of the projection 262 offset from the central axis B is likewise conceivable.
  • the projection 262 has two tapered side flanks 264 and 266, which are bounded by a substantially horizontally extending end portion 268 on its underside. As a result of this shaping, a simplified insertion of the guide profile 236 into the corresponding recess 270 on the side of the base sleeper facing the guide profile 236 is made possible.
  • another embodiment of the projection 262 is also conceivable.
  • the enclosed by the body 260 and the projection 262 cavity 258 is optionally filled with filler, as shown in FIG Figure 5
  • the cavity 258 in the baffle 236 is not filled with filling material.
  • connection of the guide wall 236 with the base threshold 212 can be implemented as in the embodiments already described above and is therefore not further elaborated at this point.
  • Figure 6 shows further that the third embodiment of the invention comprises a vehicle restraint system 210 composed of assemblies which a base threshold 212 and formed as a guide wall guide profile 236 include, which can not be shot in the direction of the longitudinal axis A, but offset from each other put together. Also in this embodiment, depending on the choice of filling material 227, the weight can be adjusted as needed.
  • the embodiment according to Fig.5 and 6 differs from the first embodiment according to Fig.1 and 2 essentially in that it forms a closed wall, so that in contrast to the embodiment according to FIG Fig.1 and 2 no profile posts are presented, which can catch a colliding vehicle in the event of an impact and thus be prevented in its sliding movement.
  • a simplified assembly It should be noted that in addition to the in Figure 5 shown two-piece embodiment, a one-piece Aüsfishüng is conceivable in the base threshold 212 and guide profile 236 form a common body with a continuous or subdividable cavity, which in turn can be filled with filler.
  • the base threshold 212 and the guide profile 236 are arranged in the third embodiment of the invention to each other in offset V, which in particular the joints between the individual base thresholds or guide profiles are reinforced, which represent the critical points of the vehicle restraint system with the least stability in the case of an impacting vehicle ,
  • FIGS. 7 and 8 show a fourth modified embodiment of the invention. Again, to simplify the description and avoid repetition, the same reference numerals will be used for the same or like components but preceded by the numeral "3".
  • the fourth embodiment of the present invention substantially shows the features of the third embodiment as shown in FIGS FIGS. 5 and 6 shown, with the difference that a guide profile according to the invention 336 has no projection, but a groove-like recess 376 which receives a top-side portion 382 of a base threshold 312.
  • the base sill 312 has tapered flanks 318 and 320 which extend downwardly from the top end portion 382, terminate in support portions 322 and 324 and, together with a bottom plate 316, enclose a cavity 326 filled with packing material 327.
  • the guide profile 336 has a base body 360 with a substantially rectangular cross-section, which has a groove-like recess 376 on one side, the two side edges 376 and 378 tapering to a substantially horizontal base side 380.
  • the recess 376 formed in this way corresponds in shape to the upper area 382 of the base sill 312 facing it and receives it in its recess 376 in a form-fitting manner.
  • the recess 376 is further arranged in the embodiment shown substantially centrally on a base of the threshold 312 side facing the base 360, a relation to the central axis B staggered arrangement of the recess 376 is also conceivable.
  • other embodiments of the recess 376 which correspond to the upper end region 382 of the base sill 312 and allow a positive connection of the base sill 312 with the guide profile 336, are also possible.
  • the cavity 358 which is enclosed by the base body 360 and the groove-shaped recess 376, as required, as well as the cavity 326 of the base sill 312 filled with filler.
  • a fuse of the connection of the guide profile 336 with the base threshold 312 can be implemented as in the embodiments described above and is therefore not carried out at this point.
  • Fig. 8 shows finally that the vehicle restraint system 310 in its fourth embodiment of the invention comprises assemblies which are composed of a base threshold 312 and a thereto offset in the direction of the longitudinal axis A arranged guide profile 336.
  • the offset V also places the connection regions 372 between two adjacent base sleepers 312 longitudinally offset from the connection regions 374 of the guide profiles 336, which in turn improves the stability of the vehicle restraint system 310.
  • the weight of the arrangement can also be adjusted in this case, depending on the choice of filling material 327 to adjust.
  • a projection is formed and on the base shaft a corresponding groove-shaped recess, in the example shown as a fourth embodiment of the invention, no special formation of the projection is required.
  • the projection, to which the groove-shaped recess 376 is aligned, is already formed without further manufacturing step by the upper-side end portion 382 of the base threshold 312.

Claims (14)

  1. Système de retenue de véhicule (10 ; 110 ; 210 ; 310) destiné à délimiter des voies de circulation, comprenant
    une base (12 ; 112 ; 212 ; 312) qui s'étend le long d'un axe longitudinal (A) et repose sur le sol (U) et qui, vue en coupe orthogonale par rapport à l'axe longitudinal (A), s'étend vers le haut depuis le sol (U), et comprenant un profilé-guide (36 ; 136 ; 236 ; 336) qui s'étend le long de l'axe longitudinal (A) et qui est disposé au-dessus de la base (12 ; 112 ; 212 ; 312) et est ou peut être relié à celle-ci,
    la base (12 ; 112 ; 212 ; 312), vue en coupe orthogonale par rapport à l'axe, présentant un profil sensiblement fermé qui forme une cavité (26 ; 126 ; 226 ; 326), laquelle est remplie d'une matière de charge (27 ; 127 ;227 ; 327) de masse importante,
    caractérisé en ce que la base (12 ; 112 ; 212 ; 312) est pourvue de zones latérales (22, 24 ; 122, 124 ; 222, 224 ; 322, 324) carrossables de faible hauteur et en ce que la cavité (26 ; 126 ; 226 ; 326) s'étend jusque dans ces zones latérales (22, 24 ; 122, 124 ; 222, 224 ; 322, 324).
  2. Système de retenue de véhicule (10 ; 110 ; 210 ; 310) selon la revendication 1,
    caractérisé en ce que la matière de charge (27 ; 127 ; 227 ; 327) est, au moins pendant l'opération de remplissage, une matière déversable ou coulante.
  3. Système de retenue de véhicule (10 ; 110 ; 210 ; 310) selon la revendication 2,
    caractérisé en ce que la matière de charge (27 ; 127 ; 227 ; 327) peut être constituée de béton ou/et de gravier ou/et de cailloux ou/et de sable ou/et d'acier.
  4. Système de retenue de véhicule (10 ; 110 ; 210 ; 310) selon l'une des revendications 1 à 3,
    caractérisé en ce que la base (12 ; 112 ; 212 ; 312) est pourvue d'une semelle 16 ; 116 ; 216 ; 316) qui repose sur le sol et qui, en tant que partie constituante du profil sensiblement fermé, délimite la cavité (26 ; 126 ; 226 ; 326).
  5. Système de retenue de véhicule (10) selon l'une des revendications précédentes,
    caractérisé en ce que la base (12) présente au moins une nervure de renforcement (28) s'étendant dans la direction de l'axe longitudinal (A).
  6. Système de retenue de véhicule (10) selon la revendication 5,
    caractérisé en ce que ladite nervure de renforcement (28) délimite la cavité (26).
  7. Système de retenue de véhicule (10 ; 110 ; 210 ; 310) selon l'une des revendications précédentes,
    caractérisé en ce que le système de retenue de véhicule (10 ; 110 ; 210 ; 310) se compose de modules constitués de la base et du profilé-guide, deux modules base/profilé-guide adjacents pouvant être accouplés de manière détachable l'un à l'autre par des moyens d'assemblage.
  8. Système de retenue de véhicule (10) selon l'une des revendications précédentes,
    caractérisé en ce que le profilé-guide (36) présente un longeron (32) qui s'étend dans le sens longitudinal et qui est relié à la base (12) à l'aide de plusieurs poteaux (30).
  9. Système de retenue de véhicule (110) selon l'une des revendications 1 à 7,
    caractérisé en ce que le profilé-guide (136) présente une paroi-guide qui s'étend dans le sens longitudinal et qui, vue en coupe orthogonale par rapport à l'axe, entoure la base (112) et est reliée à celle-ci par des moyens d'assemblage (154).
  10. Système de retenue de véhicule (110) selon la revendication 9,
    caractérisé en ce que la paroi-guide (136), vue en coupe orthogonale par rapport à l'axe, est pourvue d'un profil fermé rempli ou pouvant être rempli d'une matière de charge.
  11. Système de retenue de véhicule (210 ; 310) selon l'une des revendications 1 à 7,
    caractérisé en ce que le profilé-guide (236 ; 336) présente un longeron (236 ; 336) qui s'étend dans le sens longitudinal et qui est relié à la base (212 ; 312) pour l'essentiel par coopération de forme.
  12. Système de retenue de véhicule (210 ; 310) selon la revendication 11,
    caractérisé en ce qu'une composante du profilé-guide (236 ; 336) et de la base (212 ; 312) entoure respectivement l'autre composante du profilé-guide (236 ; 336) et de la base (212 ; 312).
  13. Système de retenue de véhicule (210 ; 310) selon l'une des revendications précédentes,
    caractérisé en ce que les zones de raccord (272 ; 372) de deux bases (212 ; 312) adjacentes sont disposées décalées dans le sens longitudinal, suivant un décalage (V), par rapport aux zones de raccord (274 ; 374) de deux profilés-guides (236 ; 336) adjacents.
  14. Système de retenue de véhicule (10 ; 110 ; 210 ; 310) selon l'une des revendications précédentes,
    caractérisé en ce que la base (12 ; 112 ; 212 ; 312) et le profilé-guide (36 ; 136 ;236 ; 336) sont fabriqués à partir de tôle, en particulier de tôle d'acier.
EP08773619.5A 2007-06-28 2008-06-24 Système de retenue de véhicules rempli ou remplissable destiné à délimiter des voies de circulation Active EP2158363B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08773619T PL2158363T3 (pl) 2007-06-28 2008-06-24 Wypełniony lub dający się wypełniać system powstrzymywania pojazdów do ograniczania jezdni

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007029928A DE102007029928A1 (de) 2007-06-28 2007-06-28 Befülltes oder befüllbares Fahrzeugrückhaltesystem zum Begrenzen von Fahrbahnen
PCT/EP2008/005111 WO2009000507A1 (fr) 2007-06-28 2008-06-24 Système de retenue de véhicules rempli ou remplissable destiné à délimiter des voies de circulation

Publications (2)

Publication Number Publication Date
EP2158363A1 EP2158363A1 (fr) 2010-03-03
EP2158363B1 true EP2158363B1 (fr) 2014-11-12

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EP (1) EP2158363B1 (fr)
DE (1) DE102007029928A1 (fr)
ES (1) ES2527044T3 (fr)
PL (1) PL2158363T3 (fr)
WO (1) WO2009000507A1 (fr)

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DE102009050266A1 (de) * 2009-10-21 2011-05-05 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem mit Beschwerungskörper
DE102010018843B4 (de) 2010-04-29 2016-04-14 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem mit Beschwerungskörper
DE102013107462A1 (de) * 2013-07-15 2015-01-15 Horst Luther Schutzwand zur Sicherung von Fahrwegen und Schutzwandelement für eine solche
JP2016211230A (ja) * 2015-05-08 2016-12-15 株式会社シラヤマ 鋼製脱着式地覆
ES2767023B2 (es) * 2018-12-14 2020-12-21 Ingecid Investig Y Desarrollo De Proyectos S L Barrera de seguridad vial

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DE3036227C2 (de) * 1980-09-25 1984-03-22 Hermann Hans 8750 Aschaffenburg Urlberger Schutzplankeneinrichtung
US4681302A (en) * 1983-12-02 1987-07-21 Thompson Marion L Energy absorbing barrier
FR2613739A1 (fr) * 1987-04-09 1988-10-14 Sfmp Ste Nle Element de securite destine a la delimitation d'une surface
DE9101726U1 (fr) * 1991-02-14 1991-05-16 Sps Schutzplanken Gmbh, 8750 Aschaffenburg, De
AU9015991A (en) * 1991-12-10 1993-07-19 "Societe Commerciale Filtray's" Traffic divider and traffic dividing system using same
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US7144188B1 (en) * 2006-01-09 2006-12-05 Mallinson Cyrus J Impact-absorbing barrier assembly

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DE102007029928A1 (de) 2009-01-08
WO2009000507A1 (fr) 2008-12-31
PL2158363T3 (pl) 2015-03-31
ES2527044T3 (es) 2015-01-19
EP2158363A1 (fr) 2010-03-03

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