EP2418324B1 - Agencement de glissières de sécurité - Google Patents

Agencement de glissières de sécurité Download PDF

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Publication number
EP2418324B1
EP2418324B1 EP20100007615 EP10007615A EP2418324B1 EP 2418324 B1 EP2418324 B1 EP 2418324B1 EP 20100007615 EP20100007615 EP 20100007615 EP 10007615 A EP10007615 A EP 10007615A EP 2418324 B1 EP2418324 B1 EP 2418324B1
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EP
European Patent Office
Prior art keywords
profile
guard rail
rail arrangement
arrangement according
elements
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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.)
Not-in-force
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EP20100007615
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German (de)
English (en)
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EP2418324A1 (fr
Inventor
Jörg P. Junker
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Individual
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Individual
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Publication of EP2418324A1 publication Critical patent/EP2418324A1/fr
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Publication of EP2418324B1 publication Critical patent/EP2418324B1/fr
Not-in-force legal-status Critical Current
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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
    • E01F15/12—Continuous barriers extending along roads or between traffic lanes and having means for providing occasional passage, e.g. for emergency vehicles

Definitions

  • the invention relates to a crash barrier arrangement according to the preamble of claim 1.
  • Such a crash barrier arrangement is known from CH 660896 A5 known.
  • a guard rail assembly is described with a lower U-profile and an upper U-profile, which are coupled by means of pivotable support elements, such that the upper U-profile forms a guardrail in an upper limit position and is lowered so far in a lower limit position, that it can be run over by vehicles.
  • the pivoting support elements together with the two U-profiles form a parallelogram linkage.
  • the pivoting can be triggered remotely by a hydraulic drive device.
  • the upper U-profile is also moved parallel to the road surface with the result that a channel that receives the guard rail assembly in the lowered state, must be longer than the individual upper U-profiles. In the raised state therefore creates a gap in the channel, which can not be run over.
  • the WO 94/13885 A1 shows a barrier arrangement for use on roads with an upper and a lower profile, by means of pivotable support elements are coupled. These allow the barrier to be raised and lowered and are designed as a double scissors gear, allowing a straight vertical movement of the barrier.
  • the vehicle restraint systems (also called control systems, barriers, crash barriers or safety barriers) that are valid as "passive measures" throughout the road network may be installed as fixed central barriers in tunnels with oncoming traffic for reasons of accessibility of the damaged areas by the police and emergency services, such as the fire brigade and paramedics , are not installed and are therefore not suitable.
  • Retractable crash barriers are also from the DE 602 22 009 T2 .
  • the object of the invention is therefore to provide a guard rail assembly that is inexpensive, stable and low maintenance and can be run over when needed.
  • the crash barrier arrangement should in particular also be space-saving.
  • the crash barrier arrangement has three basic elements, namely an initial element 1, one or more normal elements 2 and an end element 3, which are coupled together.
  • an initial element 1 one or more normal elements 2
  • an end element 3 which are coupled together.
  • Fig. 1 only a normal element 2 shown.
  • any number of these normal elements are arranged behind one another along the route to be secured.
  • the elements 1,2,3 are mounted primarily by mechanical lifting (inserting eye bolts in 7, above) with a hoisting crane by the maintenance service.
  • the fixation of the system height is done by closing the spacer bracket 52 between the pivot pins 59 and 60th
  • All elements have a base element 4 which has a U-shaped profile with laterally projecting flanges 26. This base element 4 is sunk into a roadway and secured with anchor bolts.
  • the individual base elements 4 each have an end plate 5 with holes for a mutual screw connection with an adjacent base element 4.
  • the individual elements 1, 2 or 3 are inserted and screwed, which will be explained in more detail below.
  • Each of the elements 1, 2, 3 has a movable upper U-profile 6, 7, 8 in the extended state of the Fig. 1 the effective guardrail forms and when retracted ( Fig. 2 ) is substantially in one plane with the road and therefore can be run over by vehicles.
  • the upper U-profile 6 of the initial element 1 and the upper U-profile 8 of the end element 3 is in each case about a transverse to the longitudinal extent of the guard rail assembly bolts 9 and 10 pivotally, the upper U-profiles 6 and 8 respectively a slot 11 and 12, through which the respective bolt 9 or 10 protrudes.
  • a two-part support 13 and 14 (divided, connected to the horizontal hinge) attached to the upper U-profiles 6 and 8 can be raised and lowered and serve as support posts for the upper U-profiles 6 and 8.
  • the upper U-profiles 6 and 8 each have a coupling claw 15 or 16 for coupling with matching coupling claws 17 and 18 on the upper U-profile 7 of the normal elements 2.
  • the upper U-profile 7 of the normal elements 2 is on a double scissors gear 19 and retracted. This is also done via telescopic guides 20 to 23, which also serve as support posts.
  • each normal element has four telescopic guides 20, 21 on one side and 22, 23 on the other side, wherein the telescopic guides 20 and 22 hold the lower part of the double scissors gear 19 and the telescopic guides 21 and 23, the upper part of the double scissors gear 19 and secure the parallel position of profiles 7, 40 and 44.
  • a spacer 52 is provided, which also serves as a locking element.
  • the normal elements in the upper U-profile 7 have two fold-out handles 25.
  • Fig. 2 is the crash barrier assembly in the lowered position. It can be seen that the upper U-profiles 6, 7 and 8 substantially flush with the base elements 4 form a flat, traversable surface.
  • the Fig. 3 to 6 show the base member 4.
  • the base member 4 has a substantially U-shaped profile with laterally projecting upper side flanges 26, which rest on the road surface and also act to stabilize cross when a wheel of a vehicle aufharm on one of the side flanges.
  • the base elements 4 have shorter vertical flanges 27, which are mounted in extension of the U-profiles of the base elements 4.
  • end plates 5 are attached, which here have three holes 28 for insertion of screws. Adjacent base elements 4 can be firmly connected to each other.
  • a plurality of holes 29 are provided for inserting the said anchor bolts, with which the base elements 4 are fastened to the roadway.
  • holes 32 are provided for inserting screws with which the elements 1, 2 or 3 are fixed to the base members 4.
  • the base element 4 determines the installation depth in a road surface and thus also significantly the installation costs. On the other hand, the installation depth is also a factor that influences the stability of the crash barrier arrangement.
  • the base member 4 has a thickness of 10mm and a height of 350mm measured from the lower surface of the base member 4 to the top of the side flanges 26.
  • the vertical flanges 27 have a height of 40mm.
  • the total width between the two side flanges 26 is 560mm and the width of the U-shaped profile of the base member 4 is 160mm.
  • the length of the base elements 4 is chosen to 2000mm, so they are still manageable during assembly. Of course, these dimensions are to be understood only as a possible example and adapted by the skilled person to the requirements of the route to be secured.
  • FIGS. 7 and 8 show an initial element 1 which is inserted into a base element 4.
  • the end elements 3 are substantially mirror-symmetrical to the initial elements 1 with the exception of the coupling jaw, which in connection with Fig. 16 is explained in more detail.
  • the initial element 1 has a lower U-profile 33 with a plurality of holes 34 in its side walls 35 and 36. These holes 34 are aligned with the holes 32 of the base member 4, so that the lower U-profile 33 of the starting element 1 inserted into the base member 4 and can be screwed there.
  • two short posts 37 and 38 are mounted, for example, welded.
  • the upper U-profile 6 is pivotally mounted on the pin 9, said pin a Pivoting axis and protrudes through the slot 11, so that the upper U-profile 6 is not only pivoted about the pin 9, but also linearly along the slot 11 can be moved.
  • the two-part support 13 is fixed, whose other end is connected to the upper U-profile 6.
  • the support 13 is formed as a two-part support connected to a horizontal hinge.
  • the guide 13 is formed as a rigid post, which can be pivoted after releasing one of the compounds with the post 38 or the upper U-profile 6 and then lies parallel to the lower U-profile 33.
  • This latter variant is technically less expensive. Although it does not allow an automatic or remote controlled extension and retraction of the beginning and end elements. However, this is not always necessary because due to the construction of the coupling with the normal elements 2 latter can be lowered, although the initial element 1 and accordingly also the end element 3 remain in the extended position.
  • one or more transverse webs 39 may be provided, which are the two side walls 34 and 35 connect with each other.
  • the posts 37 and 38 take over the stabilization function of the transverse webs.
  • the Fig. 9 to 12 show a normal element 2 with a base element 4.
  • Fig. 12 shows an exploded view of the normal element 2.
  • the normal element 2 has, as well as the elements 1 and 2, a lower U-profile 40 which is fixed to the base member 4.
  • two scissor arms 41 and 42 of the double-scissors gear 19 are pivotally mounted, the upper ends are connected to guided in elongated holes 43 of elongated plates 44 pivot pin 45.
  • the telescopic guides 20 and 22 are mounted, which are supported on the bottom of the lower U-profile 40.
  • the plates 44 also serve as underrun protection for low vehicles and especially for motorcyclists.
  • the scissor arms 41 and 42 of the double scissors gear 19 have a U-profile to provide adequate lateral stability.
  • stop plates 46 and 47 are fixed, which are in recesses 48 and 49 of the bottom U-profile 40 fit when the scissor arms 41 and 42 are pivoted to the lower lowered position.
  • a spacer 52 is pivotally mounted, which has at its other end a claw 52 which engages in the extended state of the double scissor mechanism 19 in the other pivot axis 45 and thus holds the pivot pin 45 at a distance.
  • the spacer 52 also serves as a locking lever.
  • two handles 25 are pivotally mounted on the upper U-profile 7 by means of which the normal element 2 can be lowered.
  • the telescopic guides 20 to 23 can also be formed only as mechanical guides.
  • the spacer 52 is necessary to hold the crash barrier assembly in the extended position at the defined system height. Mechanically, the spacer can be replaced for example by a threaded rod, also electrically driven.
  • Fig. 11 shows the normal element 2 in the lowered position.
  • the double scissors gear 19 and the telescopic guides are shown in dashed lines, it can be better seen that the telescopic guides 20 and 21 and 22 and 23 are offset in the longitudinal direction of the normal element 2 against each other, whereby the overall height of the normal element 2 can be reduced.
  • the double scissors gear takes in the retracted state only a very small space.
  • Fig. 12 shows an exploded view of the normal element 2 including the firmly anchored in the pavement U-profile 4.
  • the compounds of the individual elements are indicated by dashed lines. From this drawing it is also better to see that the scissor arms 41, 42, 50 and 51 are each upwardly open U-profiles, via pivot pins 55 and 56 with the upper U-profile 7, via pivot pins 57 and 58, respectively the lower U-profile 40 and guided in the slots 43 pivot pins 59, 60 are interconnected.
  • the spacer 52 is hinged to the pivot pin 59 and can with his Claw 53, the pivot pin 60 overlap and thus fix the double scissors gear.
  • the normal element 2 can be lowered "in itself", i. the upper U-profile 7 and the plates 44 and 44a are moved only vertically up and down, whereby the arrangement is space-saving.
  • the telescopic guides 20 and 22 may be formed as a shock absorber.
  • vessels as a non-pressurized bellows or cylinder, are installed, which are connected via small cross-sections each with vessels in the upper profile element 7.
  • the vessels each have the same volume and vents.
  • the rearrangement of hydraulic fluid is slowed down by the line cross sections, so that the lowering of the normal elements 2 is slow and controlled.
  • spacer 52 and threaded rods can be used, which are passed through the two bearing pins 59 and 60 and can be rotated by an electric drive. This allows the two bearing pins 59 and 60 are moved relative to each other and the double scissors gear are moved up and down.
  • the threaded rod has a right-hand thread on one side and a left-hand thread on the other.
  • lowering and lifting can be accomplished via a closed pressure system in telescopic guides 20-23 (or just 20, 22) with built-in bellows or cylinders, with hydraulic fluid drained as the system retracts (lowers) or in vessels, for example in profile 7, must be pumped
  • FIGS. 13, 14 and 15 show the upper U-profile 7 of a normal element having at its two ends different coupling jaws 17 and 18 and in its side walls 61 and 62 different holes 63 to 65.
  • the bore 63 take the bolts 55 and 56 on.
  • the bores 64 and 65 receive bolts 66 and 67 for the handles 25.
  • the upper wall 68 has two recesses 69, in which the handles 25 can be sunk.
  • the middle wall 68 has two holes 70, to which the upper ends of the telescopic guides 21 and 23 can be attached.
  • the coupling jaws 17 and 18 will be described in more detail with reference to FIG Fig. 16 described.
  • Fig. 16 shows sections of two upper U-profiles 6 and 7 in the region of their coupling.
  • a first coupling claw 17 is attached end, this coupling claw has a wide B and a U-shaped recess 71. This recess may also be wedge-shaped. This recess 71 is open at the top.
  • a second coupling element is mounted frontally, which here bears the reference numeral 18, to indicate that it may also be a coupling element of a normal element 7 and also to a coupling element 15 on the initial element 6.
  • This coupling element 18 has a U-shaped recess 72 corresponding to the shape and dimensions of the recess 71.
  • the coupling element 18 has a recess 73 with a width B which is selected so that the coupling element 17 can be inserted into this recess 73.
  • An insert member 74 whose outer contour is adapted to the recesses 71 and 72 over the entire width of the profile 7 is inserted into the recesses 71 and 72.
  • the insert member 74 is held by a cover plate 78 in its position, wherein adjacent elements can be lowered individually without hindrance.
  • the U-profile 7 with its coupling claw 17 can engage by vertical upward and downward movement in the insert member 74 and thereby connect the two upper U-profiles together, thereby forming an upper drawstring.
  • the stability of the overall system is improved, so that even forces acting in the longitudinal direction are distributed to a single element on the entire system.
  • the normal elements 7 can be lowered individually, due to the upwardly open recess 71. This can be created in a longer tunnel or the like, only a limited drive-over point and it does not have the entire system can be lowered.
  • a cover plate 78 which covers the coupling point.
  • the cover plate 78 has a plurality of projecting pins which engage in holes 79 on the upper sides of the upper U-profiles 6, 7 and the insert element 74 and thus fix the insert member 74.
  • the cover plate 78 is made of plastic, wherein the pins are flexible.
  • the Fig. 17 to 20 show the coupling point in side view ( Fig. 17 ), Top view ( Fig. 18 ) and in transverse or longitudinal sections along the lines AA ( Fig. 19 ) and BB ( Fig. 20 ).
  • the insert member 74 is better visible and the pins 79 which are attached to the cover plate 78 and which engage both in the insert member 74 and the two U-profiles 6 and 7.
  • Fig. 21 shows the spacer 52 and the pivot pins 59 and 60, in which the double-shear gear 19 is articulated.
  • the claw 53 of the spacer 52 engages in the locking position, the pivot pin 60 and thus fixes the double scissors gear.
  • the spacer 52 has a U-shaped cross-sectional profile.
  • Fig. 22 shows a cross section through a tunnel 80 with a carriageway 81 and a so-called luggage material 82 and with a crash barrier arrangement according to the invention.
  • Fig. 23 shows an enlarged section of the detail X of Fig. 22 .
  • the base member 4 extends into the material of the roadway 81 and possibly also the underlying bag material 82. Also, the anchor bolts 83 are indicated, which anchor the side flanges 26 in the road.
  • FIGS. 24 and 25 show a variant of the invention in the extended ( Fig. 24 ) and lowered ( Fig. 25 ) Condition in front view.
  • the normal elements have both-sided covers 84 in the form of blinds or roller shutters, which extend to the level of the upper edge of the upper U-profiles 7 and have a winding mechanism 85, on which the blinds are wound when lowering the normal elements, which can be done for example by spring motors.
  • FIGS. 26 and 27 show a variant of the invention in which instead of the blinds only spring-biased pivotable flaps 89 are used, the pivot axes is mounted near the outer edge of the side flanges 26.
  • the upper ends of these flaps 89 abut against the plates 44 and 44a and are thus firmly supported, so that a vehicle traveling with its wheels against the inclined plates 89 can be conducted back to the roadway without being scratched.
  • the closed state of Fig. 27 are the free ends of the flaps 89 adjacent to each other, which may also be provided there sealing elements.
  • the covers are sufficient in the embodiment of FIGS. 26 and 27 only about half the height, ie the upper edge of the plates 44. When lowering the elements they serve as a protection and prevent the reaching in or the entry of people. Also, the penetration of dirt and moisture can be prevented.
  • FIGS. 28 and 29 are the scissors gear with the scissor arms 41, 42, 50 and 51 and thus rotated from the pivot pins 59 and 50 with respect to the previously described embodiments, ie the slots 43 in the two plates 44 and 44a are outside near the ends of the plates 44 and 44a and thus also pivot pin 59 and 60, while the attached to the U-profiles 47 ends of the scissor arms 41, 42, 50 and 51 with the bolts 55, 56, 57 and 58 are located further inside. Accordingly, the striker, which connects the two bolts 59 and 60 and keeps at a distance, here claimed to tensile load and not, as in the previous embodiment to pressure.
  • the striker is longer than the previous embodiment.
  • telescopic guides 20 and 21 are used, namely the lower telescopic guide 20 between the U-profile 40 and the plates 44, 44a and the upper telescopic guide between the plates 44, 44a and the upper U-profile 7. It would also be possible here at all to use a telescopic guide, namely the lower telescopic guide 20th
  • Fig. 28 The variant of Fig. 28 is different from that of Fig. 29 only through the telescopic guides. It a lower telescopic guide 20 between the lower U-profile 40 and the plates 44, 44 a arranged in the middle. Next, two upper telescopic guides 21 and 22 between the plates 44, 44a and the upper profile 7, wherein these telescopic guides 21 and 23 are then arranged close to the outside.

Claims (10)

  1. Ensemble de glissières de sécurité comportant un profilé en U inférieur (40) et un profilé en U supérieur (7), lesquels profilés sont couplés au moyen d'éléments de support (41, 42, 50, 51) pouvant pivoter, de telle manière que le profilé en U supérieur (7) forme dans une position limite supérieure une glissière de sécurité et est abaissé dans une position limite inférieure à tel point qu'il peut être traversé par des véhicules, caractérisé en ce que les éléments de support (41, 42, 50, 51) pouvant pivoter sont réalisés sous forme d'un mécanisme à doubles ciseaux (19) muni de quatre branches de ciseaux (41, 42, 50, 51), sachant que respectivement une extrémité de deux branches de ciseaux inférieures (41, 42) est fixée de manière à pouvoir pivoter au niveau du profilé en U inférieur (40) et que respectivement une extrémité de deux branches de ciseaux supérieures (50, 51) est fixée de manière à pouvoir pivoter au niveau du profilé en U supérieur (7) et que les autres extrémités des branches de ciseaux (41, 42, 50, 51) sont couplées par paire les unes aux autres par l'intermédiaire d'axes de pivotement (59, 60), et en ce que les axes de pivotement (59, 60) sont guidés de manière à pouvoir être déplacés par coulissement dans des trous oblongs (43) de plaques (44, 44a), ces plaques (44, 44a) étant disposées de manière parallèle par rapport au profilé en U supérieur et au profilé en U inférieur (7, 40).
  2. Ensemble de glissières de sécurité selon la revendication 1,
    caractérisé par un écarteur (52) qui maintient les axes de pivotement (59, 60) à une certaine distance l'un de l'autre dans la position limite supérieure de l'ensemble de glissières de sécurité.
  3. Ensemble de glissières de sécurité selon la revendication 2, caractérisé en ce que l'écarteur (52) est un levier de pivotement, qui est fixé de manière à pouvoir pivoter au niveau de l'un des axes de pivotement (59) et qui présente une griffe (53) qui peut être amenée en prise avec l'autre axe de pivotement (60).
  4. Ensemble de glissières de sécurité selon la revendication 2, caractérisé en ce que l'écarteur (52) est une tige filetée munie d'un filetage à gauche situé sur une première moitié et d'un filetage à droite situé sur une seconde moitié, lesquels peuvent être vissés dans les axes de pivotement (59, 60).
  5. Ensemble de glissières de sécurité selon l'une quelconque des revendications 1 à 4, caractérisé en ce que deux guidages télescopiques (20, 22) sont disposés entre le profilé en U inférieur (40) et les plaques (44, 44a), et en ce que deux guidages télescopiques supplémentaires (21, 23) sont disposés entre les plaques (44, 44a) et le profilé en U supérieur (7), lesquels sont respectivement reliés de manière solidaire aux plaques (44, 44a) et au profilé en U (7, 40) associé.
  6. Ensemble de glissières de sécurité selon la revendication 5, caractérisé en ce que les guidages télescopiques (20 et 22 ; 20-23) sont pourvus de contenants tels que des soufflets ou des cylindres.
  7. Ensemble de glissières de sécurité selon la revendication 5, caractérisé en ce que les guidages télescopiques inférieurs (20, 22) sont équipés de contenants hydrauliques, tels que des soufflets ou des cylindres, lesquels agissent comme des amortisseurs de chocs, puisqu'ils sont reliés sans pression par des petites sections transversales aux contenants dans l'élément de profil (7) supérieur de l'élément normal.
  8. Dispositif de glissières de sécurité selon l'une quelconque des revendications 1 à 7, caractérisé en ce qu'il est prévu un profilé en U supplémentaire (4) doté de brides (26) faisant saillie latéralement, lequel peut être inséré dans une voie de circulation, de telle manière que les brides latérales (26) se trouvent essentiellement dans le plan de la voie de circulation, sachant que le profilé en U inférieur (40) est fixé audit profilé en U (4) et que la profondeur dudit profilé en U (4) est choisie de telle sorte que l'extrémité du profilé en U supérieur (7) est essentiellement alignée avec la bride latérale (26) lorsque l'ensemble de glissières de sécurité se trouve dans l'état abaissé.
  9. Ensemble de glissières de sécurité selon l'une quelconque des revendications 1 à 8, caractérisé en ce qu'il présente un élément de début (1), un élément d'extrémité (3) et au moins un élément normal (2) disposé entre ces derniers, sachant que l'élément normal est réalisé selon l'une quelconque des revendications 1 à 8 et que tous les éléments présentent des dispositifs d'accouplement (15, 16, 17, 18) situés sur une extrémité aux fins de l'assemblage par complémentarité de forme des profilés en U supérieurs (6, 7, 8) desdits éléments (1, 2, 3).
  10. Ensemble de glissières de sécurité selon la revendication 9, caractérisé en ce que les dispositifs d'accouplement (15 - 18) forment des paires d'organes d'accouplement (15, 17 ; 16, 18) dont l'un présente une griffe d'accouplement (16, 17) et l'autre présente une double griffe (15, 18), sachant que la griffe (16, 17) peut être introduite entre la double griffe (15, 18) et sachant que toutes les griffes présentent un évidement (71, 72) ouvert vers le haut, dans lequel peut être inséré un élément rapporté (74).
EP20100007615 2010-07-22 2010-07-22 Agencement de glissières de sécurité Not-in-force EP2418324B1 (fr)

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EP20100007615 EP2418324B1 (fr) 2010-07-22 2010-07-22 Agencement de glissières de sécurité

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Application Number Priority Date Filing Date Title
EP20100007615 EP2418324B1 (fr) 2010-07-22 2010-07-22 Agencement de glissières de sécurité

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EP2418324A1 EP2418324A1 (fr) 2012-02-15
EP2418324B1 true EP2418324B1 (fr) 2012-12-26

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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013101776B3 (de) * 2013-02-22 2014-08-28 SGGT Straßenausstattungen GmbH Leitschwellenschranke sowie Fahrzeugrückhaltesystem mit einer solchen Leitschwellenschranke
CN112695678A (zh) * 2020-12-29 2021-04-23 吴小芬 一种可辅助缓冲车辆冲击的路政护栏
CN114319100A (zh) * 2021-12-30 2022-04-12 北京市市政一建设工程有限责任公司 紧邻既有地铁线路桥梁防护结构
CN115305857A (zh) * 2022-09-02 2022-11-08 江苏及时保障实业发展有限公司 一种抗冲击耐用型防撞装置

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH660896A5 (de) 1983-06-13 1987-05-29 Burri Ag Fahrbahn-abschrankungsstrecke.
FR2699208B1 (fr) * 1992-12-11 1995-03-24 Rene Anglade Barrière extensible.
DE19850809A1 (de) 1998-11-04 2000-05-11 Stefan Flabb Leitplankensystem
ITTN20000005A1 (it) 2000-02-10 2001-08-10 Kaufer Italia Snc Di Dini Fran Barriera di sicurezza riducibile ostto il piano stradale per l'apertura rapidissima dei varchi centrali incustoditi esistenti fra le due car
ITTO20011105A1 (it) 2001-11-27 2003-05-27 C R F Societa Con Sortile Per ,,barriera stradale a scomparsa,,.
EP1338703B1 (fr) 2002-02-25 2007-08-01 Otto J. Morgenthaler Séparateur de voie de circulation routière
US8496395B2 (en) * 2006-05-10 2013-07-30 Gary D. Miracle Vertically actuated vehicle barrier system
DE102006041608A1 (de) 2006-09-05 2008-03-06 Slift Hebezeuge Gmbh & Co. Kg Versenkbare Fahrbahnbegrenzung

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