EP3301226A1 - Système de retenue de véhicule - Google Patents

Système de retenue de véhicule Download PDF

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Publication number
EP3301226A1
EP3301226A1 EP17177294.0A EP17177294A EP3301226A1 EP 3301226 A1 EP3301226 A1 EP 3301226A1 EP 17177294 A EP17177294 A EP 17177294A EP 3301226 A1 EP3301226 A1 EP 3301226A1
Authority
EP
European Patent Office
Prior art keywords
guide plate
runner
restraint system
guide
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.)
Granted
Application number
EP17177294.0A
Other languages
German (de)
English (en)
Other versions
EP3301226B1 (fr
Inventor
Horst Lass
Walter Klein
Werner Heimann
Barbara Von Linsingen-Heintzmann
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.)
Bochumer Eisenhuette Heintzmann GmbH and Co KG
Original Assignee
Bochumer Eisenhuette Heintzmann 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
Application filed by Bochumer Eisenhuette Heintzmann GmbH and Co KG filed Critical Bochumer Eisenhuette Heintzmann GmbH and Co KG
Priority to RS20200039A priority Critical patent/RS59776B1/sr
Priority to SI201730155T priority patent/SI3301226T1/sl
Publication of EP3301226A1 publication Critical patent/EP3301226A1/fr
Application granted granted Critical
Publication of EP3301226B1 publication Critical patent/EP3301226B1/fr
Priority to HRP20200049TT priority patent/HRP20200049T1/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
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/085—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using metal

Definitions

  • the invention relates to a vehicle restraint system for arrangement next to a roadway according to the features in the preamble of claim 1.
  • a vehicle restraint system is a passive protection device installed on a roadway (roadway) that is intended to restrain, to a certain extent, an off-carriage vehicle and to protect occupants of the departing vehicle and other road users.
  • a vehicle restraint system for limiting the route counts through the DE 38 27 030 C2 to the state of the art.
  • the vehicle restraint system is formed by a string of adjacent barriers.
  • Each barrier has a floor-mounted housing-like base body.
  • a guide rail is arranged above the base body.
  • the DE 195 39 274 C2 describes a vehicle restraint system with a box-like base body, which is supported on bottom-side runners, wherein on the undersides of the runners friction-increasing means are provided.
  • the base bodies are arranged on cross-sectionally U-shaped runners. In the bottom of the skids a slot is provided in each case.
  • the skids are used to place the base bodies over a pipe embedded in the ground.
  • the skids are transversely displaceable transversely to the longitudinal direction of the barrier relative to a bottom-side anchoring cross through the slot.
  • the vehicle restraint system for use especially on bridge structures, the vehicle restraint system according to EP 1 380 695 B1 designed.
  • the thresholds are in a sliding transversely displaceable to the roadway.
  • the Leitschwellen are connected to a slide rail, which is displaceable on a fixed on a bridge cap fixed guide.
  • the WO 00/65156 A1 discloses a baffle for traffic routes with a plurality of frontally interconnected wall elements.
  • the wall elements are in each case via at least one fastening member with at least one on the ground, for. B. on a road surface or a bridge superstructure, attached anchoring element.
  • the at least one fastening member is displaceably guided relative to the at least one anchoring element, so that the wall element with its at least one fastening member of a Resting position is movable in a position offset by a predetermined distance position.
  • the wall elements described there consist essentially of concrete.
  • the thresholds are connected to the ground via compliant anchoring means.
  • the anchoring means are formed by anchored in the ground clamping bolt. In the displacement of the protective barrier string as a result of an impact of the clamping anchor is deformed.
  • the invention is based on the prior art based on the object to further develop a vehicle restraint system so that it has an improved start-up behavior with good retention and improved range of action in terms of design and assembly technology advantageous embodiment.
  • the vehicle restraint system is used to limit the route and consists of detachable guide barriers.
  • Each barrier has a base body with bottom skids and is limited to at least one bottom guide assembly transversely to the roadway displaced.
  • the guide arrangement of the vehicle restraint system comprises a guide plate.
  • the threshold is transversely movable to the roadway.
  • the guide plate is anchored transversely to the longitudinal axis of the barrier on or with the roadway.
  • the guide plate has a central portion and each end an anchor portion.
  • the middle section has a slot extending in the longitudinal direction of the guide plate.
  • Each anchor section is provided with a transverse to the longitudinal direction of the guide plate directed slot.
  • the guide plate is by means of anchoring means on the ground established. For this purpose, the anchoring means are guided through the slots in the anchor sections and braced in the ground.
  • the base body can be mounted with a first runner on the guide plate.
  • the blade is oriented transversely to the longitudinal extent of the base body and has a horizontal plate.
  • the runner has vertically upwardly directed sidewalls from the horizontal plate.
  • the horizontal plate preferably in the central region of the horizontal plate, at least one oblong hole directed transversely to the longitudinal direction of the first runner is provided.
  • the runner can be coupled to the guide plate via a connecting means with the inclusion of at least one link plate.
  • the connecting means are preferably threaded bolts and nuts.
  • the connecting means is guided and braced by the slot in the middle portion of the guide plate and the slot in the horizontal plate of the first runner.
  • the link plate is also set.
  • the link plate has for this purpose corresponding mounting holes through which the connecting means, so in particular a bolt can be passed through.
  • a link plate is preferably formed by a rectangularly configured flat iron.
  • the affected traffic threshold of the vehicle restraint system can be displaced laterally, ie transversely to the roadway, to a limited extent.
  • the guide threshold shifts with the first runner over or along the guide plate in the guide arrangement.
  • the connecting means is moved in the slot of the central portion.
  • the link plate is moved with the connecting means and indeed so far until the slide plate comes laterally at the end of the central portion of the respective lying in the direction of displacement anchor portion of the guide plate to the plant.
  • the invention provides a vehicle restraint system whose Leitschwellen defined depending on the direction of impact of a vehicle, can be moved in both transverse directions from the center position.
  • the guide arrangement causes a stabilized lines of the guards of the vehicle restraint system. Also, the vehicle restraint system achieves a low effective range.
  • An aspect of the invention further provides that a limited longitudinal displacement or Kurvenjankeit is realized in the region of the guide arrangement. This is achieved by the elongated holes in the anchor portions of the guide plate and in the one or more slots in the horizontal plate of the first runner. In the event of an impact, the components may slightly rotate through the additional degrees of freedom via the elongated holes in the anchor sections and the first runner and / or yield in the longitudinal direction of the guide sill.
  • the vehicle restraint system according to the invention allows a very good distribution of the longitudinal forces and the transverse forces in the event of an impact. As a result, the damage to the vehicle restraint system as well as damage to an approaching vehicle are kept low.
  • the Leitschwellen depending on the impact strength after an impact from the shifted position without much effort under certain circumstances, even manually can be pushed back to the starting position.
  • not even an exchange of components of the guide assembly is necessary. If necessary, both guide plate and first runner and the slide plates including the connecting means can be replaced easily.
  • the effective range is the distance between the traffic-facing side of the guard and the maximum dynamic lateral position of each essential part of the system.
  • dynamic deflection is meant the maximum lateral displacement of the traffic-facing side of the vehicle restraint system.
  • the maximum dynamic deflection is limited by the system-related desired displacement in the guide assembly.
  • the vehicle restraint system according to the invention constructively relies on proven elements, in particular on baffles with base bodies and bottom-side runners. This configuration has also montagetechnisch than advantageously reinforced.
  • the design according to the invention improves the starting behavior and achieves a good stopping power and an improved range of action.
  • the guide arrangement is arranged in an end region of a barrier.
  • a guide arrangement is in each case at one end or end region of a guide threshold.
  • Distributed over the length of a threshold further leadership arrangements can be integrated.
  • two guide arrangements are provided in each case in the end regions of a guide threshold and coupled to a guide threshold.
  • An advantageous aspect of the invention provides that a free space is formed below the middle section of the guide plate between the anchor sections.
  • the space is used in particular for receiving parts of the connecting means, such as screw heads or nuts, and the link plate, which is braced together with the connecting means and the first runner with the guide plate.
  • the anchor portions are folded relative to the central portion in the direction of the ground.
  • the fold or the Abkantungsabrough the middle section is in each case towards its ends in the anchor sections over.
  • a particularly advantageous embodiment for the practice provides that in the middle region of the horizontal plate of the first runner two in the longitudinal direction of the first runner spaced apart slots are provided.
  • a connecting means is guided in each case through the slot in the middle section of the guide plate and in each case a slot extending transversely thereto in the base plate of the first runner.
  • an upper link plate is provided, which rests on the upper side of the horizontal plate and further provided a lower link plate, which bears against the underside of the central portion.
  • the upper link plate, the horizontal plate, the middle section and the lower link plate are braced against each other by connecting means.
  • a mounting opening for carrying out the anchoring means is provided in each case in the outer end regions of the horizontal plate of the first runner. This is particularly expedient and advantageous from a mounting standpoint, since the anchoring means can be guided through the mounting opening when the threshold is positioned. The clamping of the guide plate with the substrate then takes place after the guide threshold is positioned on the guide plate.
  • the anchoring means can be placed through the mounting hole in already prepared on the ground mounting holes or mounting holes.
  • openings for carrying out the anchoring means are provided in the side sections of the base body.
  • the openings on the bottom side extending from the base body outwardly side portions correspond to the mounting holes in the end portions of the horizontal plate of the first runner, so that in each case an anchoring means can be passed through the openings and the guide plate of the guide assembly can be clamped on the ground.
  • the anchoring means are in particular anchor bolts or bolts or asphalt or concrete screws.
  • Such a base preferably has a metallic main body and a base-side elastomer body connected to the main body. By means of a connecting element, the base can be releasably secured to a second runner.
  • a level compensation can be realized by the base and the bottom-side elastomer body, especially in the case of uneven ground conditions.
  • the use of the feet aims in particular at an increase in the friction resistance, so that the friction between the road surface and the vehicle restraint system is increased.
  • the height of the feet is dimensioned so that the contact pressure of the feet against the ground is increased by anchoring the guide plate by means of the anchoring means.
  • the feet are slightly higher than the vertical height of the guide plate. The difference may be, for example, 2 mm. A threshold is therefore on the feet.
  • the guide plate is mounted below the first runners by means of the connecting means. Due to the height difference between the feet and the guide plate, the anchor portions of the guide plate on a slight gap or distance from the ground. When bracing the guide plate on the anchoring means the anchor sections are pulled against the ground. As a result, the contact pressure of the feet is increased to the ground, which has an advantageous effect on the resistance to transverse displacement or the controlled compliance of the vehicle restraint system.
  • attachment spars can be mounted in a known manner on the base body (s) of the barriers. Conveniently, the arrangement of the extension spars is offset from the thresholds.
  • tension rods especially coarse threaded rods have proven very well in practice.
  • the attachment spars are connected by means of the tension rod to the base body, wherein the tension rods are guided in the vertical direction through the attachment spar and each braced in an abutment arranged in the base body.
  • Each Leitschwelle 2 has a can be placed on the floor 3 or a roadway housing-like base body 4 with roof-shaped inclined side Anfahrblechen 5, 6, a top longitudinal edges of the Anfahrbleche 5, 6 connecting cover plate 7 and to the lower longitudinal edges of the Anfahrbleche 5, 6 from the base body 4 outwardly extending side portions 8, 9.
  • the outer edge portions 10 of the side sections 8, 9 are bent slightly downwards.
  • the base body 4 is closed in each case by a face plate 11, 11 coupling elements 12, 13 are provided for connecting the base body 4 in the longitudinal direction with each other at the end plates.
  • the coupling elements are formed on the one hand by insertion pockets 12 and on the other hand by Einstecklaschen 13, which engage with each other.
  • FIGS. 9 to 11 An expansion stage of a vehicle restraint system 1 according to the invention show the illustrations of FIGS. 9 to 11 ,
  • an attachment spar 14 is mounted on the base body 4.
  • the definition of the attachment spar 14 via tension rods 15 in the form of coarse threaded rods.
  • the tie rods 15 are inserted through the attachment spar 14 and through the cover plate 7 into the base body 4 and braced therein in a base body 4 at a vertical distance below the cover plate 7 arranged abutment 16.
  • the abutment 16 consists essentially of a transverse between the Anfahrblechen 5, 6 fixed abutment plate 17 and a threaded nut 18th
  • FIG. 11 illustrates further that the connection between the base body 4 and attachment spar 14 via a longitudinally extending in the longitudinal direction of the base body 4 groove-spring connection.
  • a spring 19 is executed by an exhibition at the top in the cover plate 7 of the base body 4.
  • the attachment spars 14 are designed as profiles open towards the underside 20, with edge webs 21 directed inwards on the underside 20. With the open undersides 20, the attachment spar 14 sits on the base body 4. The mouth of the downwardly open attachment spar 14 forms a groove 22 of the tongue and groove joint into which the spring 19 in the cover plate 7 of the base body 4 engages.
  • the vehicle restraint system 1 according to the invention can be displaced transversely to the roadway at ground-side guide arrangements 23.
  • the base body 4 are provided on their undersides 24 with bottom-side runners 25, 26.
  • the runners 25, 26 are oriented below the base body 4 transversely to the longitudinal extent thereof.
  • Each runner 25, 26 has a horizontal plate 27 and vertically upwardly directed side walls 28.
  • the runners 25, 26 extend transversely below the base body 4 across its width.
  • the guide assembly 23 comprises a guide plate 29 (see in particular the illustrations of FIGS. 12 to 18 ).
  • the guide plate 29 has a central portion 30 and each end an opposite the central portion 30 bent anchor portion 31, 32.
  • the middle section 30 merges on both sides via a fold 33 into the anchor sections 31, 32.
  • a free space 34 is formed below the central portion 30 of the guide plate 29 between the anchor portions 31, 32.
  • the middle section 30 has an oblong hole 35 extending over the predominant part of its length in the longitudinal direction LR1 of the guide plate 29.
  • each anchor section 31, 32 has a slot 36 directed transversely to the longitudinal direction LR1 of the guide plate 29.
  • the guide plate 29 is fixed by means of the elongated holes 36 in the anchor sections 31, 32 guided anchoring means 37 on or in the bottom 3.
  • the anchoring means 37 are bolts, in particular concrete or asphalt screws.
  • first runners 25 and second runners 26 Below the base body 4 there are first runners 25 and second runners 26.
  • first runners 25 and second runners 26 In the embodiment of the vehicle restraint system 1 of the FIGS. 1 to 3 and the FIGS. 9 to 11 are in the end portions 38 of the threshold 2, two first runners 25 are arranged.
  • the two first skids 25 are arranged in the longitudinal direction LR3 of the barrier 2 at a distance adjacent to each other. Between the first skids 26 are located in the course of the threshold 2 second skids 26th
  • the first skids 25 form part of a respective guide arrangement 23rd
  • the second skids 26 are designed in principle similar to the first runners 25. Below these second skids 26 feet are 39 arranged. As feet 39 are rubber-metal elements are used, which have a plate-like base body 40 made of steel and a firmly connected to the base body bottom elastomeric body 41 made of rubber (see FIG. 6 ). The feet 39 are fixed by means of connecting means, preferably screw 42, releasably under the second runners 26.
  • the first runners 25 have in the middle region of the horizontal plate 27 two transverse to the longitudinal direction LR2 of the first runner 25 directed slots 43, 44.
  • the two elongated holes 43, 44 are each arranged on the right and left to the central transverse axis MQA of the first runner 25 at a distance a from one another.
  • the first runner 25 can be coupled to the guide plate 29 via connecting means 45 in the form of threaded bolts 46 and two threaded nuts 47.
  • the bolts 46 are guided from below through the slot 35 in the guide plate 29 and the slots 43, 44 in the horizontal plates 27 of the first runner 25 and countered by means of the screw 47.
  • a lower link plate 48 and an upper link plate 49 are incorporated.
  • the lower link plate 48 and the upper link plate 49 are square-shaped flat iron, which are provided with mounting holes 50 for carrying out the bolts.
  • the upper link plate 49 rests on the top of the horizontal plate 27.
  • the lower link plate 48 is located on the underside of the central portion 30 of the guide plate 29 at.
  • the lower link plate 48 as well as the screw heads of the bolts 46 are received in the space 34 below the central portion 30 of the guide plate 29.
  • a mounting opening 52 for the passage of threaded bolts of the anchoring means 37 is provided in each case in the outer end regions 51 of the horizontal plate 27 of the first runner 25, a mounting opening 52 for the passage of threaded bolts of the anchoring means 37 is provided.
  • the mounting holes 52 are circular and dimensioned in diameter so that the bolts of the anchoring means 37, in particular the screw heads of the bolts can be passed through them.
  • openings 53 for the implementation of the anchoring means 37 are provided in the outwardly directed side portions 8, 9 of the base body 4 openings 53 for the implementation of the anchoring means 37 are provided. Also this opening 53 (see. FIG. 7 ) it's so dimensioned that the bolts can be performed with their screw heads through the openings 53 and operated.
  • an anchoring means 37 in the form of the bolt is in the FIG. 5 shown in the right half of the image by the representation of the bolt in the unmounted and anchored in the bottom 3 state.
  • first runners 25 and the second runners 26 are fixed.
  • the feet 39 are arranged.
  • first skids 25 are each a guide plate 29 mounted under inclusion of the upper link plate 49 and the lower link plate 48.
  • the prepared Leitschwelle 2 is placed on the floor 3 or on a roadway. Adjacent barriers 2 are connected to each other via the coupling elements 12, 13.
  • the mounted vehicle restraint system 1 is mounted in a starting position or middle position above the guide arrangement 23.
  • the median transverse plane MQE of the guide arrangements 23 coincides with the Central transverse plane of the guide rail 29 and the first runner 25 and extends centrally in the direction of the median longitudinal axis MLA of the vehicle restraint system 1.
  • the connecting means 45 via which the guide plates 48, 49, the guide plate 29 and the horizontal plate 27 of the first runners 25 are connected , substantially symmetrically right and left with the same distance to the median transverse plane of the guide assembly 23rd
  • the affected traffic threshold 2 of the vehicle restraint system 1 can deflect yieldingly in the respective area in the impact direction.
  • the transverse displacement within the guide assembly 23 is limited to the lower link plate 48 at the end of the central portion 30 of the guide plate 29th at the corresponding anchor portion 31, 32 and the fold 33 comes to rest.
  • the vehicle restraint system 1 is laterally displaced transversely depending on the impact direction.
  • a shift to the left or right of the central longitudinal axis MLA of the vehicle restraint system 1 is indicated by the dashed representation of the system components in FIG FIG. 19 clarified.
  • the displacement path to the left or right corresponds to half the length of the slot 35 in the central portion 30 of the guide plate 29th
  • the starting behavior and the stoppage capacity of the vehicle restraint system 1 are improved and indeed with a reduced effective range.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Road Paving Structures (AREA)
EP17177294.0A 2016-09-28 2017-06-22 Système de retenue de véhicule Active EP3301226B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
RS20200039A RS59776B1 (sr) 2016-09-28 2017-06-22 Sistem za zadržavanje vozila
SI201730155T SI3301226T1 (sl) 2016-09-28 2017-06-22 Sistem za zadrževanje vozila
HRP20200049TT HRP20200049T1 (hr) 2016-09-28 2020-01-13 Sustav zadržavanja vozila

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016118398.9A DE102016118398B4 (de) 2016-09-28 2016-09-28 Fahrzeugrückhaltesystem

Publications (2)

Publication Number Publication Date
EP3301226A1 true EP3301226A1 (fr) 2018-04-04
EP3301226B1 EP3301226B1 (fr) 2019-10-23

Family

ID=59101398

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17177294.0A Active EP3301226B1 (fr) 2016-09-28 2017-06-22 Système de retenue de véhicule

Country Status (8)

Country Link
EP (1) EP3301226B1 (fr)
CY (1) CY1122488T1 (fr)
DE (1) DE102016118398B4 (fr)
DK (1) DK3301226T3 (fr)
ES (1) ES2765815T3 (fr)
HR (1) HRP20200049T1 (fr)
RS (1) RS59776B1 (fr)
SI (1) SI3301226T1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019106433A1 (de) * 2019-03-13 2020-09-17 Horst Luther Standelement für ein Rückhalteelement und ein Rückhaltesystem zur Verkehrssicherung an Verkehrswegen

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4329547C1 (de) 1993-09-02 1994-09-22 Spig Schutzplanken Prod Gmbh Stählerner Leitplankenstrang
DE3827030C2 (de) 1987-09-10 1995-08-10 Spig Schutzplanken Prod Gmbh Fahrwegseitenbegrenzung
WO2000008259A1 (fr) 1998-08-05 2000-02-17 Autostrade Concessioni E Costruzioni Dispositifs pour calibrer la deceleration de vehicules en collision
WO2000065156A1 (fr) 1999-04-28 2000-11-02 Maba Fertigteilindustrie Gmbh Paroi de guidage pour voies de circulation
DE19539274C2 (de) 1995-10-21 2001-10-18 Spig Schutzplanken Prod Gmbh Ablenkschwelle
DE10318357A1 (de) * 2002-07-12 2004-01-29 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg Fahrzeugrückhaltesystem
EP1380695B1 (fr) 2002-07-12 2008-02-27 SPIG Schutzplanken-Produktions-Gesellschaft mbH & Co.KG Système de retenue d'un vehicule
DE102006047808A1 (de) * 2006-10-06 2008-04-10 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem
DE102009021810A1 (de) * 2009-05-18 2010-11-25 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem
DE102009050266A1 (de) * 2009-10-21 2011-05-05 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem mit Beschwerungskörper
DE202012104283U1 (de) * 2012-11-07 2012-11-29 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Fahrzeugrückhaltesystem zur Anordnung auf einem Brückenbauwerk

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007048304B3 (de) * 2007-10-08 2009-04-09 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3827030C2 (de) 1987-09-10 1995-08-10 Spig Schutzplanken Prod Gmbh Fahrwegseitenbegrenzung
DE4329547C1 (de) 1993-09-02 1994-09-22 Spig Schutzplanken Prod Gmbh Stählerner Leitplankenstrang
DE19539274C2 (de) 1995-10-21 2001-10-18 Spig Schutzplanken Prod Gmbh Ablenkschwelle
WO2000008259A1 (fr) 1998-08-05 2000-02-17 Autostrade Concessioni E Costruzioni Dispositifs pour calibrer la deceleration de vehicules en collision
WO2000065156A1 (fr) 1999-04-28 2000-11-02 Maba Fertigteilindustrie Gmbh Paroi de guidage pour voies de circulation
DE10318357A1 (de) * 2002-07-12 2004-01-29 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg Fahrzeugrückhaltesystem
EP1380695B1 (fr) 2002-07-12 2008-02-27 SPIG Schutzplanken-Produktions-Gesellschaft mbH & Co.KG Système de retenue d'un vehicule
DE102006047808A1 (de) * 2006-10-06 2008-04-10 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem
DE102009021810A1 (de) * 2009-05-18 2010-11-25 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem
DE102009050266A1 (de) * 2009-10-21 2011-05-05 Heintzmann Sicherheitssysteme Gmbh & Co. Kg Fahrzeugrückhaltesystem mit Beschwerungskörper
DE202012104283U1 (de) * 2012-11-07 2012-11-29 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Fahrzeugrückhaltesystem zur Anordnung auf einem Brückenbauwerk

Also Published As

Publication number Publication date
SI3301226T1 (sl) 2020-03-31
HRP20200049T1 (hr) 2020-03-20
RS59776B1 (sr) 2020-02-28
DE102016118398A1 (de) 2018-03-29
DK3301226T3 (da) 2020-02-03
CY1122488T1 (el) 2021-01-27
DE102016118398B4 (de) 2020-02-06
ES2765815T3 (es) 2020-06-11
EP3301226B1 (fr) 2019-10-23

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