EP2982800B1 - Système de retenue de vehicule - Google Patents

Système de retenue de vehicule Download PDF

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Publication number
EP2982800B1
EP2982800B1 EP15180456.4A EP15180456A EP2982800B1 EP 2982800 B1 EP2982800 B1 EP 2982800B1 EP 15180456 A EP15180456 A EP 15180456A EP 2982800 B1 EP2982800 B1 EP 2982800B1
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EP
European Patent Office
Prior art keywords
guide rail
restraint system
strut
fastened
vehicle restraint
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
EP15180456.4A
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German (de)
English (en)
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EP2982800A1 (fr
Inventor
Christian Mader
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.)
Voestalpine Krems Finaltechnik GmbH
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Voestalpine Krems Finaltechnik GmbH
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Publication date
Application filed by Voestalpine Krems Finaltechnik GmbH filed Critical Voestalpine Krems Finaltechnik GmbH
Priority to SI201530033A priority Critical patent/SI2982800T1/sl
Priority to RS20170204A priority patent/RS56842B1/sr
Priority to EP15180456.4A priority patent/EP2982800B1/fr
Priority to PL15180456T priority patent/PL2982800T3/pl
Publication of EP2982800A1 publication Critical patent/EP2982800A1/fr
Application granted granted Critical
Publication of EP2982800B1 publication Critical patent/EP2982800B1/fr
Priority to HRP20170264TT priority patent/HRP20170264T1/hr
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
    • E01F15/0407—Metal rails
    • E01F15/0438—Spacers between rails and posts, e.g. energy-absorbing means

Definitions

  • the invention relates to a vehicle restraint system with several stanchions, with a plurality of spacers are each attached to a post, with at least one attached to the spacers guide rail, with at least one transverse strut, at its first end of the strut in the region of the spacer of a first post on the guide rail and at its second end of the strut, which is lower relative to the first strut end, is fastened to a second post following the first post, and with fastening means securing the cross strut to the guide rail and to the second post.
  • EP1213391A1 In vehicle restraint systems with guide rails, it is known (EP1213391A1 ), to provide a mechanical stiffening of the spacers attached to stanchion rails a plurality of transverse struts, which connect parallel to the guide rail successive pillars mechanically. For this the beats EP1213391A1 further to attach a first strut end of the cross strut in the region of the spacer of a first post on the guide rail and another, second strut end of the cross strut on the next post - at the foot of this post. As a result, the second end of the strut is lower than the first end of the strut.
  • the object of the invention is therefore to constructively modify a vehicle restraint system of the type described above, so that despite the high retention class of the vehicle restraint system, a low level of impact can be ensured for a high level of safety of vehicle occupants in the event of an impact.
  • the invention solves this problem in that several, along the guide rail successive, fastened to uprights and guide rail cross struts follow a triangular course and that at least one cross strut has at least one slot through which projects the fastener to the cross strut in case of an impact a guided and stop-limited mobility of the crossbar to the guide rail and / or the post to be staggered time mechanically effective.
  • the mechanical rigidity of the vehicle restraint system, and thus the retention class, can be increased if a plurality of transverse struts, which follow one another along the guide rail and are attached to the uprights and guide rail, follow a triangular course.
  • a second drawstring on transverse struts can be made available, wherein the latter can derive longitudinal forces of the first drawstring directly into the uprights.
  • a triangular course can be used on cross struts for excellent longitudinal distribution of impact forces.
  • the invention further proposes that at least one transverse strut has at least one elongate hole through which the attachment means projects in the event of an impact the cross strut by a guided and stop-limited mobility of the crossbar to the guide rail and / or to the uprights with a time delay mechanical stiffening effect.
  • This can namely in the connection of the cross member to the uprights and / or to the guide rail a guided Agility of the parts to each other possible.
  • the cross strut in the event of an impact, can be mechanically offset in time, which may initially allow increased flexibility and thus an increased absorbing load transfer of the vehicle restraint system.
  • vehicle restraint system can therefore be made even with light loads or vehicles advantageous Anprallhefttechniksshake.
  • the end position of the connection which may be formed in the manner of a linear bearing, is then an increased mechanical stiffness through the cross member or by the tension band to cross struts available to safely redirect even heavy loads or vehicles or thus a high retention class to be able to ensure.
  • the vehicle restraint system according to the invention can therefore not only create a high retention class by the cross struts, but also ensure an advantageous impact severity. Therefore, according to the invention, the recent increased demands on the safety of vehicle occupants in the event of an impact can be met.
  • the first strut end of the transverse strut can be fastened to the rear side of the guide rail.
  • the cross member may be a flat steel or a steel wire, with flat steel can lead to easier assembly due to easier connection.
  • screw connections, rivet connections or other, for example positive connection means are conceivable as fastening means.
  • the transverse struts have elongated holes at their two ends of the struts, through which the attachment means protrude, the time delay of the mechanically stiffening effect of the transverse struts or the drawstring of transverse struts can be increased.
  • the effect of the transverse struts can be guaranteed independent of the impact angle by the two-sided provision of elongated holes, which the Stability of the vehicle restraint system increased. In addition, so that the assembly of the cross braces easier.
  • the guide rail can remain in contact with the spacer via the cross strut in relation to this spacer, even if the connection to the spacer is disengaged.
  • the stability of the vehicle restraint system can be improved even with heavy loads.
  • the attachment means comprise an elongate shim plate connecting two strut ends of successive crossbars attached to the guardrail.
  • the force distribution can be distributed to adjacent crossbars on the shim.
  • the fasteners are charged essentially only two-section. A twisting of this can namely be prevented by the two-sided clamping of the guide rail and shim. A particularly stable connection of the cross braces with the guide rail can be ensured.
  • the fastening means have at least one screw connection.
  • at least one, in particular detachable, screw connection can preferably be characterized as a fastening means in order to further facilitate handling.
  • the cross strut In order to enable elongation of the transverse strut in the event of an impact, provision can be made for the cross strut to have a cranked flange area on the second strut end. Depending on the crank angle, the behavior of the vehicle restraint system in the event of an impact can be influenced or adjusted to the loads to be backed up. In addition, a cranked flange area facilitate the assembly of the crossbar.
  • a relief in the assembly of the transverse strut may result if the second deeper strut end mounted on the, the guide rail with the attached thereto first end of the strut remote from the upright side of the post and thus easier to access.
  • the mechanical rigidity of the vehicle restraint system can be further increased in a structurally simple manner if a second triangular course of transverse struts is provided parallel to the first triangular course of transverse struts.
  • the two, different gradients associated cross braces can be attached to the vehicle restraint system in a simple manner, when the cross braces of both gradients are mounted alternately on the upright or on the guide rail in the region of the spacer of this post.
  • This is ever a post connected to both courses of cross struts, on the one hand indirectly via its spacer with the cross struts of a course and on the other hand directly on attached to him cross struts of the other course.
  • the cross struts of the two courses cross each other between the uprights, the cross struts can mutually support each other in the event of an impact and thus enable a high retention class.
  • Particularly advantageous may be an alternating crossing of the transverse struts.
  • the transverse strut according to the invention can also be used in vehicle restraint systems with a double-sided guide rail, if on both sides of the post a guide rail is fastened to its spacer.
  • the spacer can be made one or more parts, for example with a spacer and an angle each between the spacer and guide rail or guide rails.
  • both rails are mounted in parallel on the spacer.
  • the transverse struts of the first triangular course are attached to stanchions and the first guide rail and the cross struts of the second triangular course attached to stanchions and second guide rail.
  • the assembly of the transverse struts can be further facilitated if the two triangular courses run in opposite directions, in particular offset by a post, along the guide rails.
  • the post is attached to the spacer via at least one fastener, which engages each inserted in the uprights and spacers slots that are inclined to each other, between the post and spacers limited movement can be allowed.
  • Such a movement can ensure that the guide rail is set up in the event of an impact in order, for example, to counteract a running over of the guide rail.
  • this movement can be limited by providing a clearance limited by a stop on the spacer between the upright and the spacer.
  • the entire range of motion can correspond to a slot length.
  • the respective triangular course is fastened to transverse struts on that upright side of the upright which faces the guide rail with the other triangular course attached thereto.
  • the respective other triangular course can thus cover the profile opening of the Steher, which precludes the relevant direction of travel.
  • the vehicle restraint system according to the invention can thus be particularly secure.
  • a vehicle restraint system 1 is shown according to a first embodiment, the substantially ground-mounted uprights 2, 3, 4, spacers 5, 6, 7, a guide rail 8 and cross braces 9 for mechanical stiffening of the vehicle restraint system 1 has.
  • the spacers 5, 6, 7 are attached to the respective uprights 2, 3, 4, said spacers 5, 6, 7 are fixed to the guide rail 8 and support it, as for example Fig. 4 can be seen by the post 2.
  • a spacer 5, 6, 7 is to be understood generally - it can certainly be executed in several parts, as this variant is shown approximately in the second embodiment.
  • the first strut ends 10 of the transverse strut 9 are fastened to the guide rail 8, as shown in FIG Fig. 2 can be detected in detail.
  • the strut ends 10 extend to the uprights 2, 3, 4 facing longitudinal side of the guide rail 8 and the inside of the guide rail 8.
  • the cross struts 9 meet not only a mechanical stiffening of the vehicle restraint system 1, but also the function of one of the spacers 5, 6, 7 parallel attachment of the guide rail 8.
  • a secure guidance of the guide rail 8 is ensured even at high impact loads. A high retention class can thus be ensured.
  • detachable screw 12, 13 as a fastening means 14 of the cross braces 9 on the guide rail 8 and the second post 3 and 4, the installation of the vehicle restraint system 1 can be done much easier.
  • Fig. 1 it can be seen, according to the invention follow a plurality of stanchions 3, 4 and guide rail 8 fastened cross braces 9 successive along the guide rail a triangular course 20 to ensure a high mechanical stiffening.
  • this is in particular in a vertical To detect zig-zag course in the longitudinal direction of the guide rail.
  • This leads to a, in addition to the guide rails 8 and the guardrail for mechanical stiffening parallel acting drawstring of cross braces.
  • a certain mobility is permitted in the case of an impact on the transverse struts 9, in that the transverse struts 9 each have a slot 15 through which the fastening means 14 protrude.
  • the guide rail 8 can absorb 9 deformation energy without stiffening effect of the cross braces and therefore acts softer in the area of action initially. This is advantageous for light impact loads, as it lessens occupants of lighter vehicles. Then goes this connection in the manner of a linear bearing to stop by the slot 15 locks the screw of the screw 12 in the movement, the mechanical stiffening acts through the cross member 9 and the resulting tension band fully on the guide rail 8, so even heavy impact loads be stopped by the vehicle restraint system 1.
  • the cross struts 9 and the tension band therefore act mechanically delayed in time to the guide rail 8 and the guardrail.
  • all cross strut 9 longitudinally extending slots 15, whereby the time-delaying effect can be easily dimensioned.
  • the vehicle restraint system 1 according to the invention is therefore able to cope with the recently increased requirements regarding the safety of vehicle occupants in the event of an impact in the impact severity level.
  • the cross struts 9 consist of a flat steel, which is easier to handle compared to steel cables.
  • Steel cables or other bending soft tension elements are of course conceivable as an alternative to flat steel.
  • the transverse strut 9 at the strut 3 and 4 facing strut end 11 a cranked flange portion 16 with opening for fastening means 14.
  • This cranked flange region 16 compensates for the oblique course from the guide rail 8 to the upright 3 or 4, which facilitates the mounting of the transverse strut 9.
  • the cranked flange portion 16 allows by bending back into the longitudinal axis The cross strut 9 a certain elongation of the cross member 9.
  • the cross struts 9 can take an additional impact on the behavior of the vehicle restraint system 1 in an impact.
  • transverse struts 9 can also be facilitated if the respective second, deeper strut end 11 is fixed on the side facing away from the guide rail 8 upright side 17 of the upright 3 and 4, as shown Fig. 1 can be seen.
  • an attachment of the cross braces leads to a drawstring with a positive connection of posts 2, 3, 4 and guide rail. 8
  • Fig. 4 it can be seen in particular that the guide rail 8 is secured against lifting off the spacer 5, 6, 7 by the mounting portion 18 of the cross member 9 on the guide rail 8 is higher than the mounting portion 19 of the spacer 5 on the guide rail 8. Namely, the cross strut 9 can exert on the guide rail an attraction to the upright 2 even if the connection between the spacer 5 and the guide rail 8 is released. A particularly stable vehicle restraint system 1 is thus created.
  • the spacer 5 is attached to the guide rail 8 via a screw 23.
  • the assembly cost is reduced significantly.
  • the second strut ends 11 and the cranked flange portions 16 of the transverse struts 9, 90 each have one or more, longitudinally extending slots 15 in order to facilitate the assembly of the transverse struts on, as in particular the Fig. 2 can be seen.
  • a second triangular course 22 of transverse struts 90 is provided.
  • These cross struts 90 are in their embodiment the same as the cross struts 9 and in this embodiment also have the two strut ends 10, 11, a cranked flange portion 16, slots 15, etc.
  • the transverse struts 9, 90 of both courses 20, 22 are alternately fixed either to the upright 2, 3 or 4 or to the guide rail 8 in the region of the spacer 5, 6 or 7 of this post 2, 3 and 4, respectively.
  • the cross struts 9, 90 of the two gradients 20, 22 thus change in their attachment along the guide rail - the attachment is thus opposite, which ensures a symmetrical structure of the vehicle restraint system.
  • the transverse struts 9, 90 of the two courses 20, 22 intersect alternately between the uprights 3, 2 and 2, 4, as shown in FIGS FIGS. 1 and 3 can be recognized. This means that in the intersection, the transverse strut 9 of the course 20 and the transverse strut 90 of the course 22 are arranged alternately closer to the guide rail 8.
  • the cross struts 9, 90 thus support each other in the absorption of deformation energy and thus ensure a high retention class.
  • FIGS. 5 to 7 For example, another vehicle restraint system 100 according to a second embodiment, which is similar to the vehicle restraint system 1 described above with respect to the cross braces, is illustrated. However, the main difference is in the double-sided design with guide rails 8, 108. For the sake of clarity, all reference numerals that are identical to components of the vehicle restraint system 1 are adopted in the vehicle restraint system 100. This is the case, for example, at the reference numbers of the uprights 2, 3, 4, the guide rail 8, the transverse struts 9, 90 and so on.
  • spacers 105, 106, 107 are - as in Fig. 6 and 7 closer to each other - made in two parts and each consist of a spacer 125 and two mounting brackets 126.
  • the sigma profile having spacer 125 is connected to the respective uprights 2, 3, 4, wherein connect to this spacer 125 125 two mounting brackets to the the respective guide rail 9, 90 is fastened by means of detachable screw connections 23.
  • transverse struts 9, 90 are provided for the mechanical stiffening of the vehicle restraint system 100.
  • the after Fig. 5 shown transverse struts 9, 90 are respectively attached to its first strut end 10 in the region of the spacer 105, 106 and 107 of a first post 2, 3 and 4 respectively.
  • these transverse struts 9, 90 at its second strut end 11, which is lower than the first strut end 10, at a first post 2, 3, 4 following second post 3, 4 and 2 attached.
  • the transverse struts 9 of the triangular course 20 are fastened at their first respective strut ends 10 to the guide rail 8, wherein the transverse struts 90 of the triangular course 122 are fastened with their respective first strut ends 10 to the guide rail 108.
  • 122 is therefore associated with the particular attachment of one of the two guide rail 8, 108.
  • the two triangular curves 20, 122 extend around a post 2, 3 offset along the guide rails 8, 108, which in Fig. 5 can be seen.
  • the triangular curves 20, 122 per post 2, 3, 4 connects to a guide rail 8, 108, whereas the other triangular course 122 or 20 is attached to this post itself.
  • the fastenings of the transverse struts 9, 90 on the guide rails 8, 108 are - ident to the vehicle restraint system 1 - via an elongated shim plate 21 and connecting means 14, namely releasable screw 13, realized. Also, elongated holes 15 are provided in these first and / or second dying ends 10, 11 of the transverse struts 9, 90.
  • the vehicle restraint system 100 also benefits from the advantages already explained above for the vehicle restraint system 1.
  • the spacers 105, 106, 107 at their respective spacer 125 each have a web 127 and an adjoining lower flange 128.
  • a recess 129 is introduced through which the respective uprights 2, 3, 4 protrudes, with motion play 132.
  • the fastening means 14 of the respective post 2, 3, 4 engages with the relevant spacer 105, 106, 107 two elongated holes 130 and 131 which are inclined to each other.
  • the Fig. 5 can be taken that the uprights 2, 3, 4 has an open profile shape.
  • the respective triangular course 20, 122 is secured to cross struts 9, 90 on that side of the stay 2, 3, 4, the guide rail 108, 8 with the other attached thereto triangular course 122, 20 faces.
  • the respective other triangular course 122, 20 bends so over the in the direction of travel 134 or 135 in profile open post and protects approaching vehicles from getting caught.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Air Bags (AREA)
  • Railway Tracks (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Seats For Vehicles (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Acyclic And Carbocyclic Compounds In Medicinal Compositions (AREA)

Claims (16)

  1. Système de retenue de véhicules avec plusieurs montants (2, 3, 4), avec plusieurs écarteurs (5, 6, 7 ou 105, 106, 107) chacun fixé à un montant (2, 3, 4), avec au moins un rail glissière (8, 108) fixé aux écarteurs (5, 6, 7 ou 105, 106, 107), avec au moins une traverse (9 ou 90) fixée à son premier embout (10) dans la zone de l'écarteur (5 ou 6, 7 ou 105 ou 106, 107) d'un premier montant (2, 3, 4) au rail glissière (8, 108), et à son deuxième embout (11), qui est situé à un niveau plus bas par rapport au premier embout (10), à un deuxième montant (3, 4, 2) en aval du premier montant (3, 4, 2) et avec des moyens de fixation (14) qui fixent la traverse (9, 90) sur le rail glissière (8, 108) et sur le deuxième montant (2, 3, 4), caractérisé en ce que plusieurs traverses (9, 90) consécutives fixées le long du rail glissière sur les montants (2, 3, 4) et le rail glissière (8, 108), suivent une courbe en triangle (20, 22, 122) et qu'au moins une traverse (9, 90) présente au moins un trou oblong (15) que le moyen de fixation (14) dépasse afin de faire activement raidir mécaniquement en différé la traverse (9, 90) en cas d'impact par une mobilité menée et limitée par une butée vers le rail glissière (8, 108) et/ou vers le montant (2, 3, 4).
  2. Système de retenue de véhicules selon la revendication 1, caractérisé en ce que les traverses (9, 90) présentent des trous oblongs (15) au niveau de ses deux embouts (10, 11) que les moyens de fixation (14) dépassent.
  3. Système de retenue de véhicules selon l'une quelconque des revendications 1 ou 2, caractérisé en ce que la traverse (9, 90) présente un trou oblong (15) longitudinal.
  4. Système de retenue de véhicules selon l'une quelconque des revendications 1, 2 ou 3, caractérisé en ce que la zone de fixation (18) de la traverse (9, 90) sur le rail glissière (8, 108) est située plus haut que la zone de fixation (19) de l'écarteur (5, 6, 7 ou 105, 106, 107) sur le rail glissière (8, 108)
  5. Système de retenue de véhicules selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le moyen de fixation (14) présente une plaque d'ajustage (21) longitudinale qui relie deux embouts (19) consécutifs et aux traverses (9, 90) fixées au rail glissière (8, 108).
  6. Système de retenue de véhicules selon l'une quelconque des revendications 1 à 5, caractérisé en ce qu'un moyen de fixation (14) fixe deux deuxièmes embouts (11) de traverses (9, 90) consécutives sur le montant (2, 3, 4).
  7. Système de retenue de véhicules selon l'une quelconque des revendications 1 à 6, caractérisé en ce que les moyens de fixation (14) présentent au moins un raccord par vis (12, 13).
  8. Système de retenue de véhicules selon l'une quelconque des revendications 1 à 7, caractérisé en ce que la traverse (9, 90) présente une partie bride (16) coudée au niveau du deuxième embout (11).
  9. Système de retenue de véhicules selon l'une quelconque des revendications 1 à 8, caractérisé en ce que le deuxième embout (11) disposé plus bas est fixé sur le côté du montant (2, 3, 4) opposé au rail glissière (8, 108) avec le premier embout (10) fixé dessus.
  10. Système de retenue de véhicules selon l'une quelconque des revendications 1 à 9, caractérisé en ce qu'une deuxième courbe en triangle (22 ou 122) de traverses (90) est prévue parallèlement à une première courbe (20) de traverses (9).
  11. Système de retenue de véhicules selon la revendication 10, caractérisé en ce que les traverses (9, 90) des deux courbes (20, 22) sont fixées en alternance sur le montant (2, 3, 4) ou sur le rail glissière (8) dans la zone des écarteurs (5, 6, 7) dudit montant (2, 3, 4).
  12. Système de retenue de véhicules selon la revendication 11, caractérisé en ce que les traverses (9, 90) des deux courbes (20, 22) s'entrecroisent en alternance entre les montants (2, 3, 4).
  13. Système de retenue de véhicules selon la revendication 10, caractérisé en ce que des deux côtés du montant (2, 3, 4) un rail glissière (8, 108) est fixé à son écarteur (105, 106, 107), sachant que les traverses (9) de la première courbe (20) en triangle sont fixées aux montants (2, 3, 4) et au premier rail glissière (8) et que les traverses (90) de la deuxième courbe (122) en triangle sont fixées aux montants (2, 3, 4) et au deuxième rail glissière (108).
  14. Système de retenue de véhicules selon la revendication 13, caractérisé en ce que les deux courbes (20, 122) en triangle passent de côté opposé le long des rails glissière (8, 108), notamment vers un montant (2, 3, 4) déplacé.#
  15. Système de retenue de véhicules selon l'une quelconque des revendications 13 ou 14, caractérisé en ce que le montant (2, 3, 4) est fixé sur l'écarteur (105, 106, 107) par au moins un moyen de fixation (14) qui pénètre les trous oblongs (130, 131) percés dans un montant (2, 3, 4) et écarteur (105, 106, 107) chacun qui s'inclinent l'un par rapport à l'autre, sachant qu'entre montant (2, 3, 4) et écarteur (105, 106, 107) un jeu de mouvement (132) limité par une butée (133) sur l'écarteur (105, 106, 107) est prévu.
  16. Système de retenue de véhicules selon la revendication 13, 14 ou 15, caractérisé en ce que le montant (2, 3, 4) présente une forme profilée ouverte, sachant que la courbe (20, 122) en triangle respective au niveau des traverses (9, 90) est fixée sur chaque côté du montant (2, 3, 4) qui est orienté vers le rail glissière (108, 8) avec l'autre courbe (122, 20) en triangle fixée dessus.
EP15180456.4A 2014-08-08 2015-08-10 Système de retenue de vehicule Active EP2982800B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
SI201530033A SI2982800T1 (sl) 2014-08-08 2015-08-10 Sistem za zadrževanje vozila
RS20170204A RS56842B1 (sr) 2014-08-08 2015-08-10 Sistem za zadržavanje vozila
EP15180456.4A EP2982800B1 (fr) 2014-08-08 2015-08-10 Système de retenue de vehicule
PL15180456T PL2982800T3 (pl) 2014-08-08 2015-08-10 System zatrzymywania pojazdu
HRP20170264TT HRP20170264T1 (hr) 2014-08-08 2017-02-20 Sustav zadržavanja vozila

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP14180446.8A EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP15180456.4A EP2982800B1 (fr) 2014-08-08 2015-08-10 Système de retenue de vehicule

Publications (2)

Publication Number Publication Date
EP2982800A1 EP2982800A1 (fr) 2016-02-10
EP2982800B1 true EP2982800B1 (fr) 2016-11-23

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EP16183651.5A Active EP3121337B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP14180446.8A Active EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP15180456.4A Active EP2982800B1 (fr) 2014-08-08 2015-08-10 Système de retenue de vehicule

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Application Number Title Priority Date Filing Date
EP16183651.5A Active EP3121337B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule
EP14180446.8A Active EP2982799B1 (fr) 2014-08-08 2014-08-08 Système de retenue de véhicule

Country Status (7)

Country Link
EP (3) EP3121337B1 (fr)
ES (3) ES2656108T4 (fr)
HR (3) HRP20170264T1 (fr)
HU (3) HUE042093T2 (fr)
PL (3) PL3121337T3 (fr)
RS (3) RS58399B1 (fr)
SI (3) SI3121337T1 (fr)

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Publication number Priority date Publication date Assignee Title
CN111455844B (zh) * 2020-04-30 2022-09-16 浙江拓宇建设有限公司 一种防止车辆翻滚的桥梁护栏

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3417965A (en) 1967-05-25 1968-12-24 James H. Gray Vehicle guard rail
ITTO980044A1 (it) * 1998-01-19 1999-07-19 Ilva Pali Dalmine S R L Perfezionamenti ad una barriera stradale semirigida a dissipazione del l'energia d'urto con correzione d'assetto.
IT1305149B1 (it) * 1998-10-30 2001-04-10 Ilva Pali Dalmine S R L Barriera stradale semirigida ad elevata capacita' di contenimento edassorbimento di energia d'urto, in particolare per ponti e simili
DE20018270U1 (de) 2000-10-18 2001-03-01 Meißner, Rico, 13129 Berlin Querverstrebung für Distanzschutzleitplankensystem
IT1319369B1 (it) * 2000-12-11 2003-10-10 Provincia Autonoma Di Bolzano Barriera stradale di sicurezza in acciaio

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PL2982799T3 (pl) 2018-06-29
EP2982799B1 (fr) 2017-10-11
EP3121337A1 (fr) 2017-01-25
PL3121337T3 (pl) 2019-07-31
ES2616692T3 (es) 2017-06-14
EP2982800A1 (fr) 2016-02-10
ES2656108T3 (es) 2018-02-23
HUE031383T2 (en) 2017-07-28
HUE042093T2 (hu) 2019-06-28
HRP20170264T1 (hr) 2017-04-21
SI2982799T1 (en) 2018-02-28
RS58399B1 (sr) 2019-04-30
ES2656108T4 (es) 2018-05-22
EP3121337B1 (fr) 2019-01-02
PL2982800T3 (pl) 2017-08-31
HUE037776T2 (hu) 2018-09-28
RS56842B1 (sr) 2018-04-30
ES2718545T3 (es) 2019-07-02
HRP20180044T1 (hr) 2018-02-23
RS56775B1 (sr) 2018-04-30
SI2982800T1 (sl) 2017-05-31
HRP20190384T1 (hr) 2019-04-19
SI3121337T1 (sl) 2019-04-30
EP2982799A1 (fr) 2016-02-10

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