EP3172382B1 - Élément de mur de guidage - Google Patents

Élément de mur de guidage Download PDF

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Publication number
EP3172382B1
EP3172382B1 EP15747085.7A EP15747085A EP3172382B1 EP 3172382 B1 EP3172382 B1 EP 3172382B1 EP 15747085 A EP15747085 A EP 15747085A EP 3172382 B1 EP3172382 B1 EP 3172382B1
Authority
EP
European Patent Office
Prior art keywords
leg
barrier wall
wall element
hook extension
coupling part
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
EP15747085.7A
Other languages
German (de)
English (en)
Other versions
EP3172382A1 (fr
Inventor
Alexander Barnas
Franz Spitzer
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.)
Kirchdorfer Fertigteilholding GmbH
Original Assignee
Kirchdorfer Fertigteilholding GmbH
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
Application filed by Kirchdorfer Fertigteilholding GmbH filed Critical Kirchdorfer Fertigteilholding GmbH
Priority to PL15747085T priority Critical patent/PL3172382T3/pl
Priority to SI201530355T priority patent/SI3172382T1/sl
Publication of EP3172382A1 publication Critical patent/EP3172382A1/fr
Application granted granted Critical
Publication of EP3172382B1 publication Critical patent/EP3172382B1/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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/088—Details of element connection
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete

Definitions

  • the invention relates to a baffle element of a vehicle restraint system according to the preamble of claim 1.
  • Conventional baffle members include coupling members for coupling the baffle members together to form a continuous vehicle restraint system.
  • the vehicle restraint system serves to restrain impacting vehicles, with the coupling member being adapted to be coupled to a coupling member of another baffle member to connect the individual baffle members to a continuous drawstring which, in the event of a vehicle impact against one of the baffle members, provides the impact energy to a larger number of baffle elements and thus prevents the vehicle from breaking through the vehicle restraint system.
  • coupling parts are known which have two different but opposite profiles, which can be put together to form a positive connection.
  • each coupling element having two profile sections.
  • a first profile section between the two profile sections of the mating coupling part is arranged.
  • the end of the profile section is widened wedge-shaped and not hook-shaped.
  • a separating element for traffic areas with coupling elements wherein oppositely formed coupling elements have only one leg, wherein the leg interacts only on one side with the legs of the coupled coupling element.
  • the object of the invention is therefore to provide a baffle element of a vehicle restraint system of the type mentioned, with which the mentioned disadvantages can be avoided, which allows easy handling, record high tensile forces and can forward but is particularly simple and material-saving design.
  • This is achieved by the features of claim 1 according to the invention.
  • This is advantageously formed by the shape of the coupling part of this particularly tensile and material-saving, since tensile forces occurring are divided evenly on both legs, and because even with an incipient deformation a positive connection between two coupling parts is still reliable.
  • Fig. 1 to 4 show preferred embodiments of a baffle element 1 of a vehicle restraint system comprising at least one coupling part 2 to connect a plurality of baffle elements 1 to a continuous drawstring.
  • the baffle element 1 is a part of a vehicle restraint system, wherein the baffle element 1 in particular as a finished part, preferably as a precast concrete part, may be formed, which is preferably prefabricated and then can be brought to the place of use.
  • the baffle element 1 can in particular for Arrangement next to a road or be formed between two lanes.
  • the guide wall element 1 has at least one coupling part 2, in particular in each case a coupling part 2 at the end faces, wherein the coupling part 2 is intended to be coupled with a coupling part 2 of another baffle element 1 to connect the individual baffle elements 6 to a continuous drawstring, which, in the event of an impact of a vehicle against one of the baffle elements 1, transmits the impact energy to a larger number of baffle elements 1 and thus prevents the vehicle from breaking through the vehicle restraint system.
  • This continuous drawstring is claimed here mainly to train.
  • the direction of this tensile stress which can also be regarded as a predeterminable tensile direction, may preferably correspond to a longitudinal direction of the baffle element 1.
  • the coupling part 2 has a, first width having a first leg 3 with a first hook extension 4 at a free end of the first leg 3, and a second leg 5 with a second hook extension 6 at a free end of the second leg 5 ,
  • the first width of the first leg 3 is in this case measured transversely to a longitudinal direction of the first leg 3 and to the intended pulling direction.
  • the first width of the first leg 3 may in particular be the width of the first leg 3 just before the first hook extension 4.
  • the coupling part 2 may in particular be formed in one piece.
  • the coupling part 2 can be coupled with a coupling part 2 which is identical to the coupling part 2, the first hook extension 4 abutting the second hook extension 6 of the further coupling part 2 in a first contact region 7 in a coupled state of the coupling parts 2, and the second Hook extension 6 in a second contact region 8 rests against the first hook extension 4 of the further coupling part 2.
  • the coupling part 2 is therefore designed to be brought into engagement with an identically formed coupling part 2 of an adjacent guide wall element 1 for producing a coupled state between two guide wall elements 1, wherein the legs 3.5 of the two coupling parts 2 overlap in the region of the free ends ,
  • the first contact area 7 and the second contact area 8 are those areas or areas where the hook extensions 4, 6 are in contact with each other.
  • the contact areas 7, 8 can in particular be the areas of the hook extensions 4, 6 provided for mutual contact.
  • the hook extensions 4, 6 are particularly preferably directed in the same direction, as a result of which they can get caught in one another.
  • the legs can be 3.5 as - in the operating position of the Leitmentes 1 - perpendicular profile formed, which can be moved in the vertical direction to each other.
  • the vertical in a baffle element 1 in the operating position can therefore also be regarded as a direction of displacement of the coupling parts 2.
  • the legs 3.5 can in particular form a u- or v-shaped profile.
  • a sliding surface 9 is arranged, wherein in the coupled state, the sliding surface 9 a sliding surface 9 of the first leg 3 of the further coupling part 2 faces.
  • the legs 3.5 of a coupling part 2 form a receptacle for the first leg 3 of the other coupling part 2, wherein the second hook extension 6 of a coupling part 2 protrudes into this receptacle and such a positive connection with the first leg 3 of the other coupling part. 2 received.
  • the side of the first leg 3 of the one coupling part 2 which faces away from the first hook extension 4 is in this case the side of the first leg 3 of the other coupling part 2 facing away from the first hook extension 4 and can contact these. Since the first leg 3 is intended to be received in the receptacle, the first leg 3 may also be referred to as an inner leg.
  • the second leg 5, which is arranged in the coupled state on the outside, can also be considered as an outer leg. Due to the sliding surface 9 on this side facing away from the first leg 3 of the two coupling parts 2 coupled to each other entangled not form-fitting with each other, but can slide together.
  • the sliding surface 9 can be undercut here, in particular in the intended direction of pull. This means that viewed in the direction of the intended pulling direction, the sliding surface 9 has no undercut on which it could get caught.
  • the sliding surface 9 can further be particularly flat.
  • the measured in the pulling direction of the drawstring distance of the first contact portion 7 to the second contact portion 8 is smaller than the first width of the first leg 3.
  • the first leg 3 are pressed against each other when bending on the sliding surfaces 9 and can not dodge first, while the second legs 5 are bent to the outside. Therefore, it is advantageous to form the second legs 5 as solid as possible compared to the first leg 3, so that they can withstand the force bending them well. This is done on the one hand by the sliding surfaces 9, through which the power in Pulling direction is divided substantially evenly on the two legs 3.5, whereby the first leg 3 can be made relatively slim.
  • the adjoining first legs 3 are pressed against one another in a region which is already reinforced by the hook extensions 4. Due to the bending of the first hook extensions 4, the introduction of force on a - seen in the pulling - outermost contact point of the sliding surface 9 is greatest, and since the two outermost contact point of the two first legs 3 are spaced from each other, these act on a bending moment on the two legs 3 , If the distance between the two contact areas 7, 8 is low in the pulling direction, mutually exerted bending moments of the first legs 3 can be kept small. This can also be prevented that the first leg 3 are bent by a, caused by this pressing, bending moment, whereby the first leg 3 may also be formed comparatively slim.
  • a coupling element 2 can be formed which can absorb even high tensile forces, wherein the inner first leg 3 is designed to be particularly slim compared to the outer second leg 5, whereby the second leg 5 absorbs the critical bending moments particularly well can.
  • a vehicle restraint system comprising a plurality of such baffle elements 1 is provided, wherein the baffle elements 1 by means of Coupling parts 2 are coupled together.
  • the baffle elements 1 by means of Coupling parts 2 are coupled together.
  • two interconnected coupling parts 2 of adjacent baffle elements 1 are shown.
  • the baffle element 1 may in particular have a concrete body 10, which is intended to receive the impact pulse.
  • the concrete body 10 may be made of concrete or a concrete mix.
  • the concrete body 10 may in this case have a contact surface 11 on the underside. Furthermore, it can be provided that the concrete body 10 has a New Jersey profile or a step profile.
  • a tension element 12 may be particularly preferably arranged, which tension element 12 may in particular extend continuously in the concrete body 10, and in the event of an impact should absorb the tensile forces acting on the concrete body 10.
  • the at least one tension element 12 may be cast in the concrete body 10.
  • the at least one tension element 12 may in particular be made of metal, preferably of steel, in particular of reinforcing steel. Since the tension member 12 is protected by the concrete body 10 from environmental influences, the tension member 1 may be formed in particular free of a surface finish, such as a non-galvanized steel.
  • the at least one tension element 12 may in this case be a reinforcing rod or a reinforcing rope.
  • the at least one tension element 12 comprising plastic fibers, in particular aramid fiber, or carbon fibers can be formed.
  • the at least one tension element 12 may preferably be connected to at least one coupling part 2, in particular two coupling parts 2.
  • the coupling parts 2 and the tension element 12 can in particular form that part of the guide wall element 1 which absorbs the tensile forces.
  • the coupling part 2 has a connecting portion 13 for connecting the coupling part 2 with the tension element 12.
  • both legs 3.5 may be formed.
  • the connecting section can be arranged in a center plane of the guide wall element 2 running in the direction of pulling. As a result, the tensile forces can be passed on to the tension element 12 without causing bending moments within the concrete body 10.
  • connection of the coupling part 2 to the tension member 12 can be varied, for example by welding, gluing or by positive locking.
  • the guide wall element 1 has a coupling part 2 at both ends, with a coupling part 2 being particularly preferably arranged on a first end side and a second end side of the concrete body 10.
  • the coupling parts 2 protrude from the respective end wall of the concrete body 7.
  • the coupling parts 2 may in particular comprise a corrosion-resistant material, in particular a corrosion-resistant steel and / or a corrosion-resistant surface finish, preferably in the form of a galvanizing.
  • the distance of the first contact region 7 to the second contact region 8 in the pulling direction of the tension band is smaller than one half, in particular a quarter, of the first width of the first leg 3. With a decreasing distance, the advantageous effect increases. that the first leg 3 abut against each other at their reinforced free ends.
  • a distance between the second hook extension 6 and the sliding surface 9 corresponds to a sum of the first width of the first leg 3 and a predetermined gap width.
  • a certain play of the first legs 3 relative to each other is advantageous, which play can be formed as a gap between the two sliding surfaces 9. This gap is for example in Fig. 2 clearly visible. It is advantageous if this gap does not exceed a predefinable gap width, so that the first leg 3 can quickly abut each other in the event of deformation during an impact of a vehicle, whereby the deformation of the first leg 3 can be kept low at a large tensile load.
  • the predefinable gap width is smaller than 50%, in particular 30%, particularly preferably 10%, of the first width. In these gap widths a compact design is possible, with the first leg 3 can hardly deform.
  • the sliding surface 9 is arranged in a first plane, and that the first plane with respect to the pulling direction by 3 ° to 30 °, in particular 10 ° to 20 °, tilted.
  • the tilting axis is in this case vertical, wherein the first plane is tilted in the direction of the first extension 4.
  • the sliding surface 9 is arranged in the first plane, wherein the first plane extends in the pulling direction.
  • Such a sliding surface 9 is in the embodiment in Fig. 2 shown.
  • the sliding surface 9 is arranged substantially in an extension of a running in the pulling direction and vertical center plane of the baffle element 1.
  • first hook extension 4 and / or the second hook extension 6 are formed undercut.
  • the fact that the first hook extension 4 and / or the second hook extension 6 is formed undercut here means that the first hook extension 4 and / or the second hook extension 6 have at least one surface in the respective contact region 7, 8 which, the course of the respective hook extension 4, 6 in the direction of its free end following, at least one component against the pulling direction has. This can be achieved at a substantially deformation-free tensile load only the contact areas are 7.8 charged and the first legs 3 are not pressed against each other on the sliding surfaces 9.
  • first hook extension 4 and / or the second hook extension 6 in the respective contact region 7, 8 only have a surface which is normal to the pulling direction.
  • the first leg 3 has a substantially constant width from a projection to the free end.
  • the approach of the first leg 3 may in this case be formed on the connecting portion 13. Since the first leg 3 transmits essentially only tensile forces in the pulling direction, it can have a material-saving shape with a constant width. This essentially a constant width corresponds to the first width.
  • the first width may in particular be between 5 mm and 20 mm, preferably between 10 mm and 15 mm.
  • the second leg 5 may have a substantially constant width from a projection to the free end. It may furthermore be provided that the first hook extension 4 and / or the second hook extension 6 are in the form of a bent end of the respective leg 3 is trained. In this case, a width of a hook extension 4, 6 corresponds to the width of the respective leg 3, 5. Thereby, the coupling part 2 can be easily formed.
  • the second leg 5 is wider than the first leg 3.
  • the second leg 5 can absorb the bending moments that occur particularly well when the second leg 5 is pressed outwards in the case of a very strong tensile load.
  • At least one reinforcing rib is formed on an outer side of the second leg 5.
  • the reinforcing rib can on the outside of the second leg 5 the course of the second leg. 5 be formed following, in particular over the entire outside.
  • a width of the reinforcing rib may in particular be 50% to 200% of the width of the second leg 5.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Vibration Dampers (AREA)
  • Connection Of Plates (AREA)
  • Fencing (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)

Claims (12)

  1. Élément de glissière (1) d'un système de retenue de véhicules comprenant au moins une partie de couplage (2) destinée à relier plusieurs éléments de glissière (1) pour obtenir une bande de traction continue, la partie de couplage (2) comportant un premier bras (3) ayant une largeur mesurée perpendiculairement à un sens longitudinal du premier bras (3) et à la direction de traction prévue, avec une première saillie en crochet (4) à une extrémité libre du premier bras (3), et un deuxième bras (5) avec une deuxième saillie en crochet (6) à une extrémité libre du deuxième bras (5), la partie de couplage (2) pouvant être couplée avec une autre partie de couplage (2) identique à la partie de couplage (2), la première saillie en crochet (4) reposant, dans un état couplé des parties de couplage (2), sur la deuxième saillie en crochet (6) de l'autre partie de couplage (2) dans une première zone de contact (7), et la deuxième saillie en crochet (6) reposant sur la première saillie en crochet (4) de l'autre partie de couplage (2) dans une deuxième zone de contact (8), la distance mesurée dans la direction de traction de la bande de traction entre la première zone de contact (7) et la deuxième zone de contact (8) étant inférieure à la première largeur du premier bras (3), caractérisé en ce qu'une surface de glissement (9) est disposée sur un côté du premier bras (3) tourné à l'opposé de la première saillie en crochet (4), laquelle surface de glissement (9) est tournée, dans l'état couplé, vers une surface de glissement (9) du premier bras (3) de l'autre partie de couplage (2) de sorte que, lorsque les parties de couplage (2) sont couplées, les premiers bras (3) des deux parties de couplage (2) ne s'accrochent pas l'un à l'autre en correspondance de forme sur le côté tourné à l'opposé de la première saillie en crochet (4) du premier bras (3) mais, du fait de la surface de glissement (9), peuvent glisser l'un sur l'autre.
  2. Élément de glissière (1) selon la revendication 1, caractérisé en ce que la distance entre la première zone de contact (7) et la deuxième zone de contact (8) dans la direction de traction de la bande de traction est inférieure à la moitié, en particulier au quart, de la première largeur du premier bras (3).
  3. Élément de glissière (1) selon la revendication 1 ou 2, caractérisé en ce que la distance entre la deuxième saillie en crochet (6) et la surface de glissement (9) correspond à la somme de la première largeur du premier bras (3) et d'une largeur d'interstice qui peut être prédéterminée.
  4. Élément de glissière (1) selon la revendication 3, caractérisé en ce que la largeur d'interstice qui peut être prédéterminée est inférieure à 50 %, de préférence 30 %, notamment 10 % de la première largeur.
  5. Élément de glissière (1) selon l'une des revendications 1 à 4, caractérisé en ce que la surface de glissement (9) est disposée dans un premier plan et en ce que le premier plan est basculé de 3° à 30°, en particulier de 10° à 20°, par rapport à la direction de traction.
  6. Élément de glissière (1) selon l'une des revendications 1 à 4, caractérisé en ce que la surface de glissement (9) est disposée pour l'essentiel dans le prolongement d'un plan médian de l'élément de glissière (1) orienté dans la direction de traction et vertical.
  7. Élément de glissière (1) selon l'une des revendications 1 à 6, caractérisé en ce que la première saillie en crochet (4) et/ou la deuxième saillie en crochet (6) sont formées avec une contre-dépouille.
  8. Élément de glissière (1) selon l'une des revendications 1 à 7, caractérisé en ce que la première saillie en crochet (4) et/ou la deuxième saillie en crochet (6) sont conformées comme une extrémité retournée du bras (3, 5) correspondant.
  9. Élément de glissière (1) selon l'une des revendications 1 à 8, caractérisé en ce que le premier bras (3) présente une largeur sensiblement constante de sa racine à son extrémité.
  10. Élément de glissière (1) selon l'une des revendications 1 à 9, caractérisé en ce que le deuxième bras (5) est plus large que le premier bras (3).
  11. Élément de glissière (1) selon l'une des revendications 1 à 10, caractérisé en ce qu'au moins une nervure de renfort est formée sur une face extérieure du deuxième bras (5).
  12. Système de retenue de véhicules comprenant un grand nombre d'éléments de glissière (1) selon l'une des revendications 1 à 11, lesquels éléments de glissière (1) sont couplés les uns aux autres au moyen des parties de couplage (2).
EP15747085.7A 2014-07-23 2015-06-17 Élément de mur de guidage Active EP3172382B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL15747085T PL3172382T3 (pl) 2014-07-23 2015-06-17 Element bariery drogowej
SI201530355T SI3172382T1 (sl) 2014-07-23 2015-06-17 Vodilni stenski element

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA585/2014A AT516032B1 (de) 2014-07-23 2014-07-23 Leitwandelement
PCT/AT2015/000089 WO2016011465A1 (fr) 2014-07-23 2015-06-17 Élément de mur de guidage

Publications (2)

Publication Number Publication Date
EP3172382A1 EP3172382A1 (fr) 2017-05-31
EP3172382B1 true EP3172382B1 (fr) 2018-05-16

Family

ID=53782989

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15747085.7A Active EP3172382B1 (fr) 2014-07-23 2015-06-17 Élément de mur de guidage

Country Status (12)

Country Link
US (1) US9988778B2 (fr)
EP (1) EP3172382B1 (fr)
AT (1) AT516032B1 (fr)
AU (1) AU2015292253B2 (fr)
BR (1) BR112017000328B1 (fr)
ES (1) ES2683873T3 (fr)
HU (1) HUE039151T2 (fr)
MX (1) MX2017000963A (fr)
PL (1) PL3172382T3 (fr)
RU (1) RU2678290C2 (fr)
SI (1) SI3172382T1 (fr)
WO (1) WO2016011465A1 (fr)

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CA2765563C (fr) * 2009-09-29 2017-05-16 Conmat Group, Inc. Systemes, dispositifs et methodes de gestion de la circulation
US10184219B2 (en) * 2014-07-11 2019-01-22 Saferoads Pty Ltd Barrier connection system and connector for use therein
AU2019101787A4 (en) * 2018-08-24 2021-04-01 Saferoads Pty Ltd Energy absorbing bollard assembly
US20200149235A1 (en) * 2018-11-09 2020-05-14 Fiedor Bis Barrier Systems and Methods

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DE1435791A1 (de) * 1963-11-23 1969-02-20 Jaster Geb Krupska Margarete J Verpackung oder Ummantelung aus Kunststoff
FR1472186A (fr) * 1966-01-18 1967-03-10 B L A Sa De Beon Luyrieu Ain S Barrière-glissière de sécurité
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DE10316911A1 (de) * 2003-04-12 2004-10-28 Nordbeton Gmbh Fahrbahntrennelement, das als auf eine Unterlage aufstellbarer Wandabschnitt ausgebildet ist
US7607645B2 (en) * 2007-06-06 2009-10-27 Easi-Set Industries Interlocking highway structure
AT507582B1 (de) 2008-11-20 2010-08-15 Mathias Mag Redlberger Verbindungselement zum verbinden von trennelementen für verkehrsflächen
AT507611B1 (de) * 2008-11-20 2010-08-15 Mathias Mag Redlberger Verbindungseinrichtung zum verbinden von trennelementen für verkehrsflächen
AT11483U1 (de) * 2009-06-15 2010-11-15 Kirchdorfer Fertigteilholding Zugelement
CA2775591C (fr) * 2009-09-30 2017-07-04 Rodney I. Smith Barriere de parapet de pont non boulonnee
AT510977B1 (de) 2010-12-23 2012-08-15 Kirchdorfer Fertigteilholding Gmbh Schallschutzbauteil
US9422681B2 (en) * 2012-09-01 2016-08-23 Easi-Set Industries, Inc. Interlocking highway barrier structure
US10184219B2 (en) * 2014-07-11 2019-01-22 Saferoads Pty Ltd Barrier connection system and connector for use therein
US20160010294A1 (en) * 2014-07-11 2016-01-14 Saferoads Pty Ltd Barrier connection system and connector for use therein

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Title
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Also Published As

Publication number Publication date
RU2678290C2 (ru) 2019-01-24
US20170204576A1 (en) 2017-07-20
RU2017105064A3 (fr) 2018-12-03
BR112017000328B1 (pt) 2022-02-15
EP3172382A1 (fr) 2017-05-31
SI3172382T1 (sl) 2018-10-30
AT516032A4 (de) 2016-02-15
AT516032B1 (de) 2016-02-15
WO2016011465A1 (fr) 2016-01-28
AU2015292253B2 (en) 2017-05-25
ES2683873T3 (es) 2018-09-28
MX2017000963A (es) 2017-05-01
RU2017105064A (ru) 2018-08-27
US9988778B2 (en) 2018-06-05
HUE039151T2 (hu) 2018-12-28
AU2015292253A1 (en) 2017-02-16
BR112017000328A2 (pt) 2017-11-07
PL3172382T3 (pl) 2018-12-31

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