EP2455546A1 - Agencement de poteau pour une construction de glissière de sécurité et construction de glissière de sécurité pour sécuriser des bandes de roulement sur des chantiers - Google Patents

Agencement de poteau pour une construction de glissière de sécurité et construction de glissière de sécurité pour sécuriser des bandes de roulement sur des chantiers Download PDF

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Publication number
EP2455546A1
EP2455546A1 EP10014414A EP10014414A EP2455546A1 EP 2455546 A1 EP2455546 A1 EP 2455546A1 EP 10014414 A EP10014414 A EP 10014414A EP 10014414 A EP10014414 A EP 10014414A EP 2455546 A1 EP2455546 A1 EP 2455546A1
Authority
EP
European Patent Office
Prior art keywords
post
guard rail
strut
rail construction
foot plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP10014414A
Other languages
German (de)
English (en)
Other versions
EP2455546B1 (fr
Inventor
Vanessa Volkmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkmann and Rossbach GmbH and Co KG
Original Assignee
Volkmann and Rossbach GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to PL10014414T priority Critical patent/PL2455546T3/pl
Application filed by Volkmann and Rossbach GmbH and Co KG filed Critical Volkmann and Rossbach GmbH and Co KG
Priority to EP10014414.6A priority patent/EP2455546B1/fr
Priority to PCT/EP2011/005382 priority patent/WO2012062415A1/fr
Priority to UAA201306858A priority patent/UA105867C2/uk
Priority to AU2011328558A priority patent/AU2011328558A1/en
Priority to BR112013011413A priority patent/BR112013011413A2/pt
Publication of EP2455546A1 publication Critical patent/EP2455546A1/fr
Priority to ZA2013/02963A priority patent/ZA201302963B/en
Priority to IL226137A priority patent/IL226137A0/en
Application granted granted Critical
Publication of EP2455546B1 publication Critical patent/EP2455546B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0461—Supports, e.g. posts
    • 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
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the present invention relates to a post assembly for attaching a guard rail construction to structures comprising a foot plate by means of which the post assembly is attachable to the structure, a post attached to the foot plate, the guard rail construction being provided on the post, and a strut attached to the foot plate ,
  • the present invention further relates to a guard rail construction for securing roadways on structures.
  • Such post arrangements are known from the prior art and for example in the document DE 296 17 846 U1 disclosed.
  • This document discloses a post assembly consisting of a post and a supporting post supporting it.
  • the post and the support post are mounted on a common base plate by means of a welded joint.
  • the post and the support post are welded together.
  • the welded connection between the upright post and the foot plate has a predetermined breaking point, which is to ensure that, after breaking the predetermined breaking point, the post post inwardly buckles in the direction of the support post and deflects the vehicle downwards.
  • the support post also has a predetermined bending region in the form of a recess.
  • the Sollknick Scotland is provided in a mounting area between the support post and the post and should facilitate buckling of the post.
  • guard rail construction for securing roadways on or on structures offer only an insufficient compromise between a high stopping power for heavy vehicles and a deformation behavior in which a high proportion of the impact energy of a motor vehicle on the Post assembly is reduced in order to minimize the burden on the occupants in a vehicle. If the stoppage of a guard rail design is too low, a vehicle may break the guard rail construction in the worst case, which could have disastrous consequences for a guard rail construction, for example, mounted on a bridge. Otherwise, in case of a too "hard” guard rail construction the vehicle occupants of an impacting light vehicle are significantly injured.
  • a post assembly of the type described in which the strut at least partially surrounds the post, extending in the direction of the post and is spaced at its post next range by a predetermined distance from the post.
  • the post assembly according to the invention ensures improved deformation behavior, since in the event of a vehicle colliding with a guard rail construction provided with the inventive post arrangement, first only the post is deformed in the direction of the strut.
  • the strut is initially not loaded or deformed in contrast to the prior art due to the predetermined distance between itself and the post.
  • An impacting passenger car should therefore be held up by a slight deformation of the post without the use of the strut of a provided with the inventive post assembly guard rail construction and can be directed back to the road.
  • a heavier vehicle such as a truck, against a provided with the inventive post arrangement guard rail construction of the post is further deformed in the direction of the strut and is supported on this.
  • the strut extends obliquely from the footplate in the direction of the post and sets with its footplate opposite end of the predetermined distance to the post.
  • the strut extends from the footplate at a 90 ° angle to the footplate, ie the strut is parallel to the post, and thereby the strut is spaced from the post by the predetermined distance.
  • the strut may be in the form of an angle, ie with a section extending parallel to the post and a section parallel to the base plate, the predetermined distance to the post being set with the section extending to the base plate.
  • the posts deform not only perpendicular to the road but also in the direction of travel of the impacting vehicle.
  • the strut is preferably U-shaped.
  • the two side webs of the U-shaped strut close the post at least partially between them.
  • the strut is arranged relative to the post on the base plate and formed such that the position of the strut is tuned to the expected impact angle of an impacting vehicle.
  • the post is deformed in the crash of a vehicle in the direction of the strut and attaches to this.
  • the foot plate opposite end of the strut defines after exceeding the predetermined distance between the post and strut a desired bending point of the post.
  • the post is subdivided into two sections, with the section of the post above the setpoint bending point being deformed more strongly during the deformation period than the section below the setpoint bending point. Because of this achieved by the desired bending point deformation behavior, the junction between the post and base plate can be relieved and a controllable deformation behavior can be achieved.
  • the footplate is dimensioned and connected to the structure such that the footplate can "buckle" in the event of a vehicle impact.
  • the containment level must be taken into account to achieve a provided with the post assembly guard rail construction.
  • the footplate according to the invention is formed with a thickness in a range of 10 to 25 mm, in particular in a range of 10 to 15 mm.
  • the foot plate is connected to at least two points with the building, or screwed to support this deformation behavior. A compound of the base plate at two points with the building is sufficient here, since in the event of a crash only the road closest to the connection elements are charged and more distant from the roadway connecting elements are quasi “bridged", ie not burdened.
  • the present invention further relates to a guard rail construction for securing roadways on structures.
  • the protective barrier construction has a plurality of post arrangements of the type described above, wherein post assemblies are connectable via their foot plate to the building, and further comprises at least one extending along the longitudinal axis protective barrier strand.
  • the strut of the post assemblies is provided on the side facing away from the guard rail side of the post.
  • a deformation element between the posts of the post assemblies and the at least one protective barrier is provided according to the invention.
  • the impact of the vehicle on the deformation time of the deformation element is extended in time, whereby the delay and thus the load on the occupants can be significantly reduced.
  • a support element is in each case arranged between the deformation element and the protective barrier strand for supporting the protective barrier strand.
  • An attachment portion of the support member extends parallel to the post.
  • an intermediate element is arranged between the support element and the protective barrier strand.
  • the intermediate element has a beveled extending surface, by means of which an angle of inclination of the protective barrier strand is adjustable relative to the longitudinal axis of the post.
  • the support element is relative to the longitudinal axis of the Post formed asymmetrically and has at least one leg which protrudes from the attachment portion in the direction of the protective barrier strand.
  • the support member according to a preferred embodiment of the invention comprises two legs projecting from the attachment portion, each extending at an angle to the longitudinal axis of the posts, the angles of the projecting legs differing relative to the attachment portion.
  • the two angles between the legs of the support member and the attachment portion may be designed such that the leg nearest the soleplate of the support member first deforms, thereby increasing the angle of inclination of the guardrail strand to the longitudinal axis of the posts is maintained.
  • a railing stringer strand extending along a longitudinal axis of the guard rail construction is provided on the opposite end of the post of the post assembly.
  • the railing stringer strand has at least one angle element.
  • the angle element is preferably attached to the post with a predetermined breaking screw.
  • the connection of the angle element with the post via a predetermined breaking screw ensures that the railing rail solves at a high impact load on the guard rail construction of the guard rail construction and can act alone as a drawstring.
  • the connection between the angle element and the post breaks in an overload, thereby preventing the railing stringer strand is pressed together with the folding post to the ground.
  • the railing stringer strand thus remains at a certain height and can further decelerate an impacting vehicle and steer it back onto the roadway. Accordingly, the railing stringer strand, together with the angle element, effectively prevents the guardrail structure from being run over by a vehicle.
  • FIG. 1 shows a perspective view of a post assembly according to the invention, which is generally designated 10.
  • FIG. 1 can be seen a post 12, which are mounted on a base plate 14.
  • a strut 16 on the base plate 14.
  • the strut 16 surrounds the post 12 partially, as suggested FIG. 1 is recognizable.
  • the strut 16 is spaced a predetermined distance from the post 12.
  • the strut 16 extends from the base plate 14 obliquely in the direction of the post 12th
  • the post 12 has an opening 18 for attaching a handrail stringer bar, not shown here, and openings 20 for connection to a guard rail, not shown here.
  • openings 22 in FIG. 1 only three openings shown
  • the openings 22 are formed in the form of a slot.
  • the posts 12 have a C-profile, wherein this C-profile of the post 12 is partially enclosed by the strut 16.
  • FIGS. 2 to 4 show different views of the post assembly 10.
  • FIG. 2 shows a side view of the post assembly 10, in turn, one recognizes the mounted on the base plate 14 posts 12 with its longitudinal axis L.
  • the strut 16 extends obliquely in the direction of the post 12, starting from its end 16a connected to the foot plate 14, and approaches the post 12 in the direction of its end 14b opposite the foot plate 14, or the end section 16b, up to the predetermined distance d (FIG. Fig. 4 ) on.
  • the side bars of the strut 16 partially enclose the posts 12 between them. However, the side webs of the strut 16 are also spaced from the post 12. In other words, the strut 16 touches the post 12 at no point.
  • FIG. 4 a plan view of the post assembly 10 is shown. It can be seen the four openings 22 formed in the form of a slot in the base plate 14th
  • the strut 16 with its foot plate 14 opposite end 16 b sets a predetermined distance d to the post 12.
  • the strut 16 is U-shaped in cross-section and encloses with the side webs of their U-shaped profile the post 12th
  • the strut 16 starting from its end 16a connected to the base plate 14, extends obliquely in the direction of the post 12, ie approaches the post 12 by its oblique course. With its foot plate 14 opposite end 16 b, the strut 16 a predetermined distance d to the post 12 a.
  • the predetermined distance d between the post 12 and the end 16b of the strut 16 is the smallest distance between the post 12 and the strut 16.
  • the strut 16 preferably sets the predetermined distance d at a height in a range of 10 to 40%. the length of the post 12 relative to the base plate 14 a.
  • FIG. 5 shows a sectional view of the post assembly 10. From this sectional view it is clear how the strut 16 extends from its end 16a obliquely in the direction of the post 12 and adjusts with its upper end 16 b a predetermined distance d to the post 12.
  • FIGS. 6 to 8 show various views of a guard rail construction 100, which are connected via the post assemblies 10 with a building BW.
  • FIG. 6 shows a side view of the guard rail construction 100. It can be seen in FIG. 6 the post 12, the foot plate 14 and the strut 16, which form the post assembly 10.
  • the post assembly 10 is connected by screws 124 with a building BW (for reasons of clarity, only one screw is provided with the reference numeral 124).
  • the guard rail construction 100 includes a railing stringer string 126 which is secured to the post 12 opposite the end of the posts 12 by an angle member 128 on the post 12.
  • a protective barrier strand 130 of the protective barrier construction 100 is connected to a deformation element 134 via a support element 132.
  • the deformation element 134 is in turn attached to the post 12 and thus connects the guard rail 130 with the post 12th
  • both the railing stringer string 126 and the guardrail strand 130 extend along a longitudinal axis of the guard rail construction 100 and are connected to the structure BW via a plurality of post assemblies 10.
  • FIG. 7 100 shows the railing stringer string 126 above the guardrail strand 130 at the end of the post 12 opposite the base plate 14.
  • FIG. 8 which illustrates a plan view of the guard rail construction 100
  • the round cross-section of the deformation element 134 will be apparent.
  • the round cross section of the deformation element 134 is preferable for reducing the impact energy of an impacting vehicle over other cross sections, since the deformation of a round deformation element 134 can be precisely controlled or the deformation is predetermined by the round shape.
  • FIG. 9 shows a perspective view of the guard rail construction 100.
  • a support member 132 is provided between the protective barrier 130 and the deformation element 134.
  • an intermediate member 136 is further arranged, with which the inclination angle of the guard rail 130 can be adjusted relative to the longitudinal axis of the post 12.
  • the intermediate elements 136 will be described in detail later in this description.
  • the intermediate elements 136 can be formed directly on the support elements 132 or represent individual parts.
  • FIGS. 10 and 11 show sections of the protective barrier construction 100 in the region of the post assembly 10, wherein FIG. 10 a section of the guard rail construction 100 without guard rail 130 and railing railing 126 shows.
  • the deformation element 134 is attached to the post 12. On the deformation element 134 in turn support members 132 are attached, which have the intermediate elements 136.
  • the intermediate element 136 has a bevelled surface ( Fig. 14 ).
  • an inclination angle of the guard rail 130 can be adjusted.
  • the screws 124 are provided, which serve for fastening the guard rail construction 100 to a structure BW.
  • FIG. 11 also shows a perspective view of the guard rail construction 100 with the railing stringer string 126 and via the intermediate element 136, the support member 132 and the deformation element 134 attached to the post 12 guard rail 130th
  • FIG. 12 shows a sectional view of the guard rail construction 100 which is cut open in the region of the posts 12.
  • the railing stringer strand 126 is fastened to the post 12 via an angle element 128.
  • the angle element 128 is screwed by means of a predetermined breaking screw 138 with the post 12.
  • With the predetermined breaking screw 138 ensures that the railing stringer strand 126 can solve at a high load on the guard rail construction 100 of the post 12 and remain at a predetermined height above the building BW to act as a drawstring can.
  • the railing stringer strand 126 can thus intercept impacting vehicles even with heavily deformed posts 12 and direct it back onto the roadway.
  • the support member 132 is formed asymmetrically with its two legs 132a and 132b.
  • the intermediate element 136 arranged between the support element 132 and the protective barrier strand 130 serves to adapt the angle of inclination of the protective barrier strand 130 to the asymmetrical configuration of the support element 132.
  • the protective barrier strand 130 has an inclination relative to the longitudinal axis of the posts 12.
  • FIGS. 13 to 16 In the following two embodiments of the support members 132 and the associated intermediate elements 136 will be described. That in the FIGS. 13 and 14 shown embodiment relates to a support member 132, which is designed for a guard rail 130 with B-profile.
  • the embodiment according to the FIGS. 15 and 16 refers to a support member 132 for a guardrail 130 with A-profile.
  • FIG. 13 shows views of the support member 132 according to a first embodiment. Out FIG. 13 is seen on the asymmetric design of the support member 132.
  • the asymmetrical shape of the support member 132 is necessary to adjust the support member 132 at the angle of the guardrail strand 130 defined by the intermediate member 136 relative to the longitudinal axis of the profile posts 12.
  • An angle beta of the leg 132a to the profile post 12 or its longitudinal axis is smaller than an angle alpha between the longitudinal axis of the post 12 and the leg 132b, which is closer to the ground.
  • the deformation behavior of the support plank construction 100 is positively influenced in the event of a collision of a motor vehicle, which will be described in detail in the following of this description.
  • the intermediate member 136 is provided, which is provided on the attachment portion 132 c of the support member 132. It can also be seen clearly that the angle alpha of the leg 132b to the parallel to the longitudinal axis of the profile post 12 extending mounting portion 132c is significantly greater than the angle beta of the leg 132a to the mounting portion 132c. It is thereby achieved that, in the event of a collision of a vehicle, the lower leg 132b closer to the building first deforms. The faster deformation of the lower leg 132b compared to the deformation time of the upper leg 132a ensures that the crash barrier 130 at least maintains its inclination in the event of a collision with a vehicle and does not shift downwards as the deformation progresses.
  • the force exerted by an impacting vehicle on the guard rail construction 100 due to the larger angle alpha of the leg 132b, has a larger lever arm from the bend where the attachment portion 132c merges into the leg 132a compared to the smaller one Angle beta of the leg 132a, whereby the leg 132b deformed much faster than the leg 132a.
  • FIG. 14 shows various views of the intermediate element 136.
  • the intermediate element 136 is wedge-shaped and has for this purpose a vertically extending surface 136b, which can rest against the attachment portion 132c of the support element 132.
  • the surface 136a of the intermediate element 136 opposite the surface 136b extends obliquely to the surface 136b in order to adjust the angle of inclination of the protective barrier strand 130 to the longitudinal axis of the profile posts 12.
  • the angle of inclination of the protective barrier 130 to the longitudinal axis of the profile posts 12 can also be adjusted by the structural design of the support element 132 with the legs 132a and 132b or over the length of the legs 132a and 132b. In other words, the leg 132b may be shortened with respect to the upper leg 132a.
  • FIG. 15 shows views of a support member 132 according to a second embodiment and FIG. 16 shows various views of a matched to the support member 132 according to the second embodiment intermediate member 136th
  • the lower leg 132b extends at an angle alpha to the mounting portion 132c, whereas the upper leg 132a is perpendicular (angle ⁇ ) to the mounting portion 132c, ie, the upper leg 132a extends at a 90 ° angle to the mounting portion 132c ,
  • the intermediate element 136 according to this exemplary embodiment has to be made thicker (not shown here) due to the protective plank strand formed with the A-profile.
  • the intermediate member 136 is adapted to be adapted to the A-profile of the guard rail (not shown) widened compared to the first embodiment described above. Due to the differences between the A and B profiles, the wedge-shaped intermediate element 136 must be widened, ie the distance between the surfaces 136a and 136b is greater than that with respect to FIG FIG. 14 described embodiment, since the A-profile of the protective barrier strand 130 would abut the oblique attachment by the intermediate member 136 with one end to the post 12. Such a system could adversely affect the deformation behavior of the guard rail assembly 100 and the support member 132, respectively.
  • FIG. 17 shows a cross-sectional view of the railing stringer strand 128.
  • the railing stringer strand 128 is formed mirror-symmetrically to the axis S and has a roof profile in cross section.
  • FIG. 18 shows a perspective view of the angle member 128 with which the railing string 126 can be attached to the post 12.
  • the angle member 128 has a portion 128 a with two openings 140 which are provided for receiving screws for fixing the angle member 128 to the railing rail 126.
  • the section 128b with the opening 142 serves to secure the angle element 128 or the railing stringer strand 126 to the post 12.
  • predetermined breaking screws (not shown here) can be received, which break at a certain force acting on them.
  • the angle element 128 designed and dimensioned such that it itself has a predetermined breaking point or represents a predetermined breaking element.
  • FIGS. 19a to 19e Now the deformation behavior of the guard rail construction 100 is shown.
  • FIG. 19a represents the basic position of the guard rail construction 100, ie before the vehicle crash.
  • deformation element 134 is first compressed to already dissipate a portion of the impact energy.
  • the deformation element 134 is further compressed by an impacting vehicle and the post 12 is deformed in the direction of the strut 16. Further shows FIG. 19c already, that the railing stringer strand 126 slightly tilted relative to the post 12. This is due to the fact that the railing stringer strand 126 already acts in this deformation state due to the slight inclination of the post 12 as a closed drawstring. In other words, an impacting vehicle is not abruptly decelerated because the impact energy of an impacting vehicle is degraded beyond the described deformation of the posts 12 and the deformation members 134.
  • FIG. 17c It is also clear that the portion of the post 12 is further deformed above the desired bending point, while the portion below the desired bending point almost maintains its degree of deformation or degree of bending.
  • the lever arm of the post 12 is greatly shortened relative to the base plate 14 by the desired bending point of the post 12 defined by the strut 16, whereby the connection point between the post 12 and the base plate 14 is relieved.
  • the connection between foot plate 14 and post 12 remains, whereby a controllable deformation behavior is achieved.
  • the joint between the posts 12 and foot plate 14 contributes to the sizing of the foot plate 14, which is designed to "buckle" during deformation to further relieve the connection between itself and the post 12.
  • the railing stringer string 126 with the angle member 128 further tilts relative to the post 12.
  • the guardrail 130 rises in support of the support 132 and the angle of inclination of the guard set by the intermediate member 136 Guard rail 130 to act as a drawstring can.
  • Figure 19e now shows that the railing stringer strand 126 dissolves in continuous deformation of the guard rail construction 100 of the post 12, that break the angle element 128 with the post 12 connecting predetermined breaking screws.
  • the railing stringer strand 126 remains at a predetermined height and acts as a tension band to decelerate impacting vehicles and to be able to deflect back to the roadway.
  • the railing string 126 separating from the post 12 prevents the guard rail construction 100 from being run over by an impacting vehicle.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Bridges Or Land Bridges (AREA)
EP10014414.6A 2010-11-09 2010-11-09 Agencement de poteau pour une construction de glissière de sécurité et construction de glissière de sécurité pour sécuriser des bandes de roulement sur des chantiers Active EP2455546B1 (fr)

Priority Applications (8)

Application Number Priority Date Filing Date Title
EP10014414.6A EP2455546B1 (fr) 2010-11-09 2010-11-09 Agencement de poteau pour une construction de glissière de sécurité et construction de glissière de sécurité pour sécuriser des bandes de roulement sur des chantiers
PL10014414T PL2455546T3 (pl) 2010-11-09 2010-11-09 Układ słupków do konstrukcji barierki ochronnej i konstrukcja barierki ochronnej do zabezpieczenia jezdni na strukturach konstrukcyjnych
UAA201306858A UA105867C2 (uk) 2010-11-09 2011-10-25 Пристрій для конструкції напрямної огорожі та конструкція напрямної огорожі для закріплення дорожнього полотна на конструкціях
AU2011328558A AU2011328558A1 (en) 2010-11-09 2011-10-25 Pole assembly for a guard rail construction and guard rail construction for securing roadways on structures
PCT/EP2011/005382 WO2012062415A1 (fr) 2010-11-09 2011-10-25 Arrangement de poteau pour une construction de barrière de sécurité et construction de barrière de sécurité pour la sécurisation des voies de circulation sur des ouvrages
BR112013011413A BR112013011413A2 (pt) 2010-11-09 2011-10-25 conjunto de coluna para uma construção de grade de proteção e construção de grade de proteção para prender estradas em estruturas
ZA2013/02963A ZA201302963B (en) 2010-11-09 2013-04-19 Pole assembly for a guard rail construction and guard rail construction for securing roadways on structures
IL226137A IL226137A0 (en) 2010-11-09 2013-05-02 An assembly of a column for the assembly of a protective rail and the construction of a protective rail to strengthen roads on a structure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP10014414.6A EP2455546B1 (fr) 2010-11-09 2010-11-09 Agencement de poteau pour une construction de glissière de sécurité et construction de glissière de sécurité pour sécuriser des bandes de roulement sur des chantiers

Publications (2)

Publication Number Publication Date
EP2455546A1 true EP2455546A1 (fr) 2012-05-23
EP2455546B1 EP2455546B1 (fr) 2014-07-23

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EP10014414.6A Active EP2455546B1 (fr) 2010-11-09 2010-11-09 Agencement de poteau pour une construction de glissière de sécurité et construction de glissière de sécurité pour sécuriser des bandes de roulement sur des chantiers

Country Status (8)

Country Link
EP (1) EP2455546B1 (fr)
AU (1) AU2011328558A1 (fr)
BR (1) BR112013011413A2 (fr)
IL (1) IL226137A0 (fr)
PL (1) PL2455546T3 (fr)
UA (1) UA105867C2 (fr)
WO (1) WO2012062415A1 (fr)
ZA (1) ZA201302963B (fr)

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CN106592425A (zh) * 2017-02-28 2017-04-26 青岛大学 一种铁路桥检车及其控制方法
WO2017102671A1 (fr) * 2015-12-17 2017-06-22 Tata Steel Uk Limited Système de barrière routière, montant et support destinés à un tel système de barrière
EP3312344A1 (fr) * 2016-10-18 2018-04-25 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs-KG Dispositif de glissières de sécurité doté du poteau d'arrimage
EP3377702A4 (fr) * 2015-11-18 2019-11-13 Troy Wheeler Contracting Limited Glissière de sécurité
CN112176880A (zh) * 2020-10-15 2021-01-05 中铁二十四局集团有限公司 一种新型装配式上跨铁路墩顶临边围护装置及其应用方法

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CN104060561B (zh) * 2014-07-08 2016-02-03 长沙理工大学 一种护栏及其安装方法
DE102016119838A1 (de) * 2016-10-18 2018-04-19 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG Fahrzeugrückhaltesystem
DE102021118008A1 (de) 2021-07-13 2023-01-19 Volkmann & Rossbach GmbH Pfostenanordnung für eine Schutzeinrichtung

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DE29617846U1 (de) 1996-10-14 1997-02-06 Sps Schutzplanken Gmbh Pfostenanordnung für eine Schutzplanken aufweisende, passive Schutzeinrichtung
WO2001006063A1 (fr) * 1999-07-21 2001-01-25 Autostrade Concessioni E Costruzioni Glissiere polyvalente avec double effet amortissement/resistance
DE10008596A1 (de) * 2000-02-04 2001-08-16 Sps Schutzplanken Gmbh Befestigungsanordnung
FR2846673A1 (fr) * 2002-11-06 2004-05-07 Claude Alix Georges Pomero Glissiere de securite routiere a double file de profiles solidarises entre eux
EP2075377A2 (fr) * 2007-12-27 2009-07-01 Outimex AG Dispositif de protection sur des voies de circulation
DE102008039849B3 (de) * 2008-08-27 2009-10-29 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Fahrzeugrückhaltesystem

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Publication number Priority date Publication date Assignee Title
DE29617846U1 (de) 1996-10-14 1997-02-06 Sps Schutzplanken Gmbh Pfostenanordnung für eine Schutzplanken aufweisende, passive Schutzeinrichtung
WO2001006063A1 (fr) * 1999-07-21 2001-01-25 Autostrade Concessioni E Costruzioni Glissiere polyvalente avec double effet amortissement/resistance
DE10008596A1 (de) * 2000-02-04 2001-08-16 Sps Schutzplanken Gmbh Befestigungsanordnung
FR2846673A1 (fr) * 2002-11-06 2004-05-07 Claude Alix Georges Pomero Glissiere de securite routiere a double file de profiles solidarises entre eux
EP2075377A2 (fr) * 2007-12-27 2009-07-01 Outimex AG Dispositif de protection sur des voies de circulation
DE102008039849B3 (de) * 2008-08-27 2009-10-29 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Fahrzeugrückhaltesystem

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EP3377702A4 (fr) * 2015-11-18 2019-11-13 Troy Wheeler Contracting Limited Glissière de sécurité
US11674276B2 (en) 2015-11-18 2023-06-13 Troy Wheeler Contracting Limited Guardrail
WO2017102671A1 (fr) * 2015-12-17 2017-06-22 Tata Steel Uk Limited Système de barrière routière, montant et support destinés à un tel système de barrière
EP3312344A1 (fr) * 2016-10-18 2018-04-25 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs-KG Dispositif de glissières de sécurité doté du poteau d'arrimage
CN106592425A (zh) * 2017-02-28 2017-04-26 青岛大学 一种铁路桥检车及其控制方法
CN106592425B (zh) * 2017-02-28 2018-05-22 青岛大学 一种铁路桥检车及其控制方法
CN112176880A (zh) * 2020-10-15 2021-01-05 中铁二十四局集团有限公司 一种新型装配式上跨铁路墩顶临边围护装置及其应用方法

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AU2011328558A1 (en) 2013-05-23
ZA201302963B (en) 2014-08-27
WO2012062415A1 (fr) 2012-05-18
UA105867C2 (uk) 2014-06-25
IL226137A0 (en) 2013-06-27
PL2455546T3 (pl) 2014-11-28
BR112013011413A2 (pt) 2016-08-02

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