EP3312345B1 - Système de retenue de véhicule - Google Patents

Système de retenue de véhicule Download PDF

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Publication number
EP3312345B1
EP3312345B1 EP17195776.4A EP17195776A EP3312345B1 EP 3312345 B1 EP3312345 B1 EP 3312345B1 EP 17195776 A EP17195776 A EP 17195776A EP 3312345 B1 EP3312345 B1 EP 3312345B1
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EP
European Patent Office
Prior art keywords
leg
longitudinal beam
retention system
vehicle retention
profiles
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
EP17195776.4A
Other languages
German (de)
English (en)
Other versions
EP3312345A1 (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
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Publication of EP3312345A1 publication Critical patent/EP3312345A1/fr
Application granted granted Critical
Publication of EP3312345B1 publication Critical patent/EP3312345B1/fr
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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
    • E01F15/0476—Foundations
    • 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
    • E01F15/0423—Details of rails
    • E01F15/043—Details of rails with multiple superimposed members; Rails provided with skirts
    • 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
    • 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

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 roadway safety device. Its purpose is to protect vehicles and their occupants departing from the lane and other road users from departing vehicles.
  • Vehicle restraint systems are intended to ensure safe protection against breakthrough of vehicles and a low risk of injury to vehicle occupants upon impact. In addition, the cost of installation, repair and maintenance and ultimately also for the disposal should be appropriate.
  • the guard rail assembly has anchored in the ground post and with respect to the post in the direction of the roadway projecting deformation profiles.
  • the deformation profiles are attached to the posts and form spacers for a roadside arranged guardrail.
  • upper and lower longitudinal beams spaced one above the other in the same vertical plane are fastened on the roadway side.
  • the lower longitudinal beam carries the guardrail so that the front of the guardrail projects beyond the front of the upper longitudinal spar.
  • the longitudinal beams are formed from hollow profiles.
  • this guard rail arrangement includes a guard rail arrangement for roadways, in particular for use on the edge of the road, to median strips or to safeguard dangerous spots to the prior art.
  • this guard rail arrangement has a plurality of stands or posts fixed to the bottom, which are connected to one another by means of mutually parallel lower and upper longitudinal members.
  • At the lower longitudinal spar in the region of the stator deformation elements are defined, which carry a parallel to the lower longitudinal spar extending guardrail.
  • the deformation elements are each formed as a straight circular tube, whose axis is aligned substantially vertically.
  • This guard rail assembly is intended to exhibit improved retention properties without losses in terms of the absorption properties of impact forces.
  • a rear-side reinforcing element is arranged on the side facing away from the barrier of the stator.
  • a crash barrier arrangement for a motor vehicle test track is known.
  • This has two spaced-apart guardrails of longitudinally coupled together Leitplankenschüssen. These are to have approximately W-shaped cross-section and are detachably fastened by means of spacers directed away from the roadway on support legs oriented essentially perpendicularly to the roadway of angle-shaped support bars.
  • Essentially horizontally oriented Mounting legs are welded on the one hand to the support legs and on the other hand with anchor plates.
  • the anchor plates are fastened by means of predetermined breaking joints on adjacent to the roadway driven into the ground anchor post.
  • the invention particularly aims at vehicle restraint systems with the highest demands on breakthrough safety and occupant safety.
  • Such high demands are particularly required on high-speed lines such as motor vehicle test tracks or racetracks, as well as in particularly vulnerable areas such as bridges, embankments or structures as well as in road areas or road sections with particularly high traffic and / or narrow median strip areas.
  • the invention is based on the prior art, the task of providing a vehicle restraint system with increased breakthrough safety and improved occupant safety.
  • the invention aims at a vehicle restraint system for high-speed lines and should ensure good values for the impact severity at a high degree of containment.
  • the vehicle restraint system includes bottom anchorable posts and support units.
  • Each support unit has a base leg attachable to an anchor post and a support leg directed upwardly from the bottom leg.
  • a lower longitudinal spar and an upper longitudinal spar are arranged on the roadway side on the support legs at a vertical distance from one another. Before the lower longitudinal spar and the upper longitudinal spar extend between these deformation profiles, which carry a lower barrier rail of interconnected guard rails and an upper barrier rail of interconnected guard rails.
  • the deformation profiles are formed in particular from vertically oriented hollow bodies, preferably from round hollow bodies, such as, for example, pipe sections.
  • the lower longitudinal spar and the upper longitudinal spar are each connected by a deformation profile.
  • a deformation profile preferably extends from the lower edge of the lower longitudinal spar to the upper edge of the upper longitudinal spar. In the direction of the road ahead of the deformation profiles of the lower guard rail and the upper guard rail are arranged.
  • the lower guard rail and the upper guard rail are mounted one above the other at a vertical distance.
  • the protective barrier strands consist of type A (Armcor) or type B (Bethlehem) safety barriers. Particularly advantageous in practice is a protective barrier made of type-B safety barriers.
  • a support bracket is incorporated.
  • the lower longitudinal spar and the lower guard rail are essentially at the same height level. Also, the upper longitudinal spar and the upper guard rail are essentially at the same height level.
  • the vehicle restraint system according to the invention has a high penetration resistance and improves occupant safety.
  • the vehicle restraint system is particularly suitable for high-speed lines and achieves very good values for impact strength at high retention levels.
  • the vehicle restraint system is suitable for motor vehicle test tracks and race tracks.
  • it is advantageous in particularly hazardous areas on bridges, embankments or structures used.
  • the vehicle restraint system is also suitable for the median strip area between two carriageways, for example in the inner-city area of highly frequented roads or high-traffic roadways.
  • the lower longitudinal spar and the upper longitudinal spar are formed from box sections.
  • the box sections have a substantially U-shaped cross section with a web and two legs. To the thighs are divided integral inwardly directed flanges. The box sections are mounted with their webs facing the roadway.
  • Another aspect of the invention provides that below the lower longitudinal spar underride protection is provided from interconnected baffles.
  • the underrun protection is preferably fastened to the support legs via deformation elements and suspension brackets.
  • the underrun protection from the baffles forms a protective apron and prevents impacting vehicles or two wheels or two cyclists slip under the lower guard rail through.
  • the front sides of the lower guard rails or the lower guard rail and the front sides of the upper guard rails and the upper guard rail are in a vertical plane.
  • the front sides of the baffles are in the same vertical plane as the front sides of the upper guard rail and the lower guard rail. In this way, a continuous to the road almost closed level is formed with high safety level and maximum retention.
  • the support legs and / or the bottom legs are formed from C-profiles.
  • the webs of the C-profiles extend transversely to the longitudinal direction or longitudinal extension of the longitudinal beams and crash barriers.
  • a diagonal strut which extends transversely between a support leg and a bottom leg.
  • reinforcing elements can be provided.
  • the reinforcing elements are provided in particular in the region of the free ends of a C-profile or a support leg or a bottom leg.
  • a reinforcing element consists of a flat iron, which extends between the legs of a C-profile and is welded thereto.
  • the anchor posts are preferably formed from I-profiles, in particular from IPE profiles.
  • IPE profiles have parallel inner surfaces, which is advantageous for ramming the anchor posts into the ground.
  • a further stiffening of the vehicle restraint system can be achieved by reinforcing profiles, which are arranged at the upper end of the support legs on the side facing away from the roadway.
  • the reinforcing profile is a profiled rail which extends along the upper ends of the support legs.
  • the reinforcing profiles cause that caused by an impact tensile forces are additionally intercepted on the back of the support legs and distributed in the longitudinal direction of the vehicle restraint system.
  • an anchor plate is provided at the free end of an anchor post.
  • Each bottom leg has a mounting plate.
  • the bottom legs are fixed to the anchor post.
  • the vehicle restraint system is double or double-sided.
  • the vehicle restraint system can be designed mirror-symmetrically to its central longitudinal plane.
  • the bottom leg has a support leg at both ends.
  • Also provided on the opposite end of the first support leg end of the bottom leg second support legs carries a lower longitudinal spar and an upper longitudinal spar.
  • the lower longitudinal spar and the upper longitudinal spar are arranged one above the other at a vertical distance.
  • In front of the lower longitudinal beam and the upper longitudinal beam in turn extends a continuous deformation profile, which connects the lower longitudinal spar and the upper longitudinal spar.
  • a lower barrier rail of interconnected guard rails and an upper barrier rail of interconnected guard rails attached before the deformation profile with vertical distance from each other a lower barrier rail of interconnected guard rails and an upper barrier rail of interconnected guard rails attached.
  • the first support leg and the second support leg of a support unit are supported against each other.
  • a profile rail is incorporated between the first support leg and the second support leg.
  • This rail extends in the longitudinal direction of the vehicle restraint system.
  • the rail has a C-shaped Profile on.
  • the C profile of the profile rail has a bridge with edges at the edges.
  • the web is preferably aligned transversely between the first support leg and the second support leg. Each on a particular downward downward leg of the rail, a support leg is fixed.
  • FIGS. 1 to 4 Based on FIGS. 1 to 4 a first embodiment of a vehicle restraint system A is described.
  • the vehicle restraint system A is used along roadways FB.
  • the vehicle restraint system A is suitable for high-speed lines such as motor vehicle test tracks.
  • the vehicle restraint system A has a plurality of bottom-side fixable anchor posts 1.
  • the anchor posts 1 are arranged in series and formed of I-profiles, in particular of IPE profiles.
  • the anchor posts 1 are rammed into the ground 2.
  • At the free end 3 of each anchor post 1 is an anchor plate. 4 intended.
  • On the anchor post 1 carrying units 5 are mounted.
  • Each support unit 5 comprises a base leg 6 fastened to an anchor post 1.
  • the bottom leg 6 is oriented substantially horizontally and arranged transversely to the carriageway FB. Boden note the bottom leg 6, a mounting plate 7 is provided.
  • the bottom legs 6 are fixed on the mounting plates 7 to the anchor plates 4 of the anchor post 1, in particular bolted via bolt connections 8.
  • At the road-side end 9 of each bottom leg 6 is at right angles to this each an upward support leg 10 is provided.
  • Bottom leg 6 and support legs 10 are made of C-profiles and are welded together in the corner joint 11.
  • the lower longitudinal spar 12 and the upper longitudinal spar 13 are each formed of interconnected box sections 14, 15.
  • the box sections 14, 15 have a U-shaped cross section with a web 16 and two legs 17, 18.
  • the legs 17, 18 are integrally formed inwardly directed flanges 19, 20 at.
  • the webs 16 of the box sections 14, 15 are directed towards the roadway FB out.
  • deformation profiles 23 are arranged before the lower longitudinal beam 12 and the upper longitudinal beam 13 deformation profiles 23 are arranged.
  • the deformation profiles 23 are vertically aligned and extend from the lower longitudinal beam 12 to the upper longitudinal beam 13 and that from the lower edge 24 of the lower longitudinal spar 12 to the upper edge 25 of the upper longitudinal spar 13.
  • the deformation profiles 23 consist of hollow bodies in the form of pipe sections (see also FIG. 5 ).
  • the deformation profiles 23 are the front side of the box sections 14, 15 of the lower longitudinal spar 12 and the upper longitudinal spar 13 is mounted. Road side of the deformation profiles 23 are a lower barrier rail 26 of interconnected guard rails 27 and a vertical distance a2 above an upper barrier rail 28 of interconnected guard rails 29 are mounted.
  • the guardrails 27, 29 are the angular type Profil-B.
  • the guard rails 27, 29 are defined by incorporation of support brackets 30 to the deformation profiles 23 via screw connection means 31.
  • the lower longitudinal beam 12 and the lower guard rail 26 are arranged at the same height level H1.
  • the upper longitudinal strut 13 and the upper guardrail strand 29 extend in parallel therewith.
  • the upper longitudinal strut 13 and the upper guardrail strand 29 lie at the same height level H2.
  • the vertical distances a1 and a2 correspond to each other.
  • the underride guard 32 consists of wafers coupled together baffles 33, 34.
  • the underrun protection 32 is attached via deformation elements 35 in the form of vertically oriented pipe sections and suspension brackets 36 on the support legs 10.
  • the suspension bracket 36 parallel to the front side leg 37 of the support leg 10 oriented mounting portions 38.
  • the hanger 36 are flat on the side leg 37 of the support leg 10 and are mounted by screw 39. From the mounting portion 38 of a hanger 36 extend toward the front of an upper cantilever arm 40 and a lower cantilever 41. A front portion 42 completes the hanger 36 to a closed profile.
  • the lower cantilever 41 starting from the mounting section, extends obliquely downwards in the direction of the front section 42.
  • the upper cantilever arm 40 has a rectilinear section 40 'and an inclined section 40 "running obliquely forward in the direction of the front section 42.
  • the deformation elements 35 are in turn fixed on the front side via screw connections 43 on the front sections 42 of the suspension brackets 36. 34 suspended via screw 44 to the deformation elements 35.
  • the front sides of the upper guardrail strand 28 and the lower guardrail strand 26 and the underrun protection 32 extend in a vertical plane VE.
  • a diagonal strut 45 is incorporated between the carrying leg 10 of a support unit 5 and the bottom leg 6. This is supported on the one hand at the free end 46 of the bottom leg 6. At the support leg 10, the oblique strut 45 at the rear side legs 47 of the C-profile of the support leg 10 is fixed.
  • the carrying legs 10 and the bottom legs 6 are each stiffened by a reinforcing element 48, 49.
  • the reinforcing elements 48, 49 are each a flat iron, which extends between the legs of a C-profile.
  • the reinforcing element 48 is arranged in the region of the free end 46 of the bottom leg 6.
  • the reinforcing element 49 on the support leg 10 is welded in the central region of the support leg 10, specifically in the region between the lower longitudinal member 12 and the upper longitudinal member 13.
  • a reinforcing profile 52 is arranged in the form of a rail.
  • the profile rail is formed from C-profiles, the C-profiles rest with their web 53 respectively on the support legs 10 and are mounted via screw connection means 54.
  • FIGS. 6 to 9 show a further embodiment of a vehicle restraint system B.
  • the vehicle restraint system B is duplicated.
  • the vehicle restraint system B as described above, on the bottom side fixed anchor posts 1 and 5 carrying units.
  • On the anchor post 1 a bottom leg 6 is determined in each case via anchor plates 4 and mounting plates 7.
  • the bottom leg 6 has support legs 10, 10 'on both sides.
  • a first support leg 10 is welded.
  • a second support leg 10 ' is provided at the second support leg 10 opposite the second end 56 of the bottom leg 6, . Both the first support leg 10 and the second support leg 10 'are aligned approximately at right angles to the bottom leg 6. They extend parallel next to each other upwards and are supported against each other. For this purpose is between the first support legs 10 and the second support leg 10 'incorporated a rail 57.
  • the rail 57 is formed from strand-shaped connected C-profiles.
  • the C-profiles are arranged so that their central web 58 is at the top, the opening side of the C-profile thus points downward.
  • the rail 57 is in each case on the first support leg 10 and the second support leg 10 'at.
  • the first support leg 10 and the second support leg 10 'wear as described above, a lower longitudinal beam 12 and an upper longitudinal beam 13 and deformation profiles 23, which carry a lower guard rail 26 and an upper guard rail 28.
  • Also fixed to the second support legs 10 'lower longitudinal spar 12 and the upper longitudinal spar 13 are formed from box sections 14, 15.
  • the deformation profiles 23 are vertically aligned pipe sections.
  • the deformation profiles 23 extend from the lower longitudinal spar 12 to the upper longitudinal spar 13 and connect them.
  • the lower protective barrier strand 26 and the upper protective barrier strand 28 are fastened at a vertical distance a from each other.
  • the lower longitudinal spar 12 and the lower guard rail string 26 are arranged on both sides, ie both on the first support leg 10 and on the second support leg 10 ', essentially at the same height level H1. Also, the upper longitudinal beam 13 and the upper guard rail 28 on both sides are substantially at the same height level H2. The front sides of the upper guardrail strand 28 and the lower guardrail strand 26 and the underrun protection 32 extend in a vertical plane VE.
  • FIG. 10 illustrated vehicle restraint system C is similar to those described above. It is a double vehicle restraint system.
  • the bottom leg 6 of a support unit 5 is longer. Accordingly, the first support leg 10 and the second support leg 10 'with a greater horizontal distance h apart.
  • the bottom leg 6 is mounted on two anchor posts 1.
  • a reinforcing profile 52 in the first support leg 10 and the second support leg 10 ' Form a profile rail of C-profiles arranged.
  • vehicle restraint system corresponds to those described above, so that a further explanation is omitted.
  • FIGS. 11 to 14 show a vehicle restraint system D.
  • the vehicle restraint system D corresponds to the vehicle restraint system A according to FIGS. 1 to 4 without underrun protection. For simplicity, reference is made to the comments on the vehicle restraint system A.
  • FIGS. 15 to 18 a vehicle restraint system E shown.
  • the vehicle restraint system corresponds to the vehicle restraint system B as described with reference to FIG FIGS. 6 to 9 explained, so that reference can be made to the corresponding statements.
  • no underride guard is provided in the vehicle restraint system E.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (17)

  1. Système de retenue de véhicule pour des chaussées (FB), lequel comprend côté sol des poteaux d'ancrage (1) pouvant être fixés et des unités de support (5), dans lequel chaque unité de support (5) présente une branche de sol (6) pouvant être fixée à un poteau d'ancrage (1) et une branche de support (10, 10') dirigée vers le haut depuis la branche de sol (6), caractérisé en ce qu'une barre longitudinale inférieure (12) et une barre longitudinale supérieure (13) sont disposées côté chaussée au niveau des branches de support (10, 10') avec une distance (a1) verticale l'une par rapport à l'autre et des profils de déformation (23) s'étendant depuis la barre longitudinale inférieure (12) vers la barre longitudinale supérieure (13) sont disposés devant la barre longitudinale inférieure (12) et la barre longitudinale supérieure (13), lesquels supportent une glissière de sécurité inférieure (26) composée de barrières de sécurité (27) reliées les unes aux autres et une glissière de sécurité supérieure (28) composée de barrières de sécurité (29) reliées les unes aux autres.
  2. Système de retenue de véhicule selon la revendication 1,
    caractérisé en ce que la barre longitudinale inférieure (12) et la barre longitudinale supérieure (13) sont formées à partir de profilés de carter (14, 15).
  3. Système de retenue de véhicule selon la revendication 1 ou 2,
    caractérisé en ce qu'une protection anti-encastrement (32) composée de tôles de guidage (33, 34) couplées les unes aux autres est prévue sous la barre longitudinale inférieure (12).
  4. Système de retenue de véhicule selon la revendication 3,
    caractérisé en ce que la protection anti-encastrement (32) est fixée aux branches de support (10) par l'intermédiaire d'éléments de déformation (35) et d'étriers de suspension (36).
  5. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 4,
    caractérisé en ce qu'une entretoise oblique (45) est intégrée entre la branche de support (10, 10') et la branche de sol (6).
  6. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 5,
    caractérisé en ce que les branches de support (10, 10') et/ou les branches de sol (6) sont formées à partir de profilés en C.
  7. Système de retenue de véhicule selon la revendication 6,
    caractérisé en ce que les profilés en C d'une branche de support (10, 10') et/ou d'une branche de sol (6) sont raidis par un élément de renforcement (48, 49).
  8. Système de retenue de véhicule selon la revendication 7,
    caractérisé en ce que l'élément de renforcement (48, 49) est formé par un fer plat, qui s'étend entre les branches d'un profilé en C.
  9. Système de retenue de véhicule selon l'une quelconque des revendications 1 à 8,
    caractérisé en ce que les poteaux d'ancrage (1) sont formés à partir de profilés en I, en particulier à partir de profilés IPE.
  10. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 9,
    caractérisé en ce qu'un profil de renforcement (52), en particulier sous la forme d'un rail profilé, est disposé au niveau de l'extrémité supérieure (50) des branches de support (10, 10') sur le côté opposé à la chaussée (51).
  11. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 7,
    caractérisé en ce que des étriers d'appui (30) sont intégrés respectivement entre une barrière de sécurité (27, 29) et un profil de déformation (23).
  12. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 11,
    caractérisé en ce qu'une plaque d'ancrage (4) est prévue au niveau de l'extrémité libre (3) d'un poteau d'ancrage (1), et chaque branche de sol (6) présente une plaque de montage (7), dans lequel la branche de sol (6) est fixée, par l'intermédiaire de la plaque de montage (7), à la plaque d'ancrage (4) du poteau d'ancrage (1).
  13. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 12,
    caractérisé en ce qu'une deuxième branche de support (10') est prévue au niveau de l'extrémité (56), faisant face à la première branche de support (10), de la branche de sol (6), dans lequel la deuxième branche de support (10') supporte une barre longitudinale inférieure (12) et une barre longitudinale supérieure (13) et un profil de déformation (23) est disposé devant la barre longitudinale inférieure (12) et la barre longitudinale supérieure (13), lequel s'étend depuis la barre longitudinale inférieure (12) vers la barre longitudinale supérieure (13) et relie celles-ci, et une glissière de sécurité inférieure (26) composée de barrières de sécurité (27) reliées les unes aux autres et une glissière de sécurité supérieure (28) composée de barrières de sécurité (29) reliées les unes aux autres sont fixées devant le profil de déformation (23) avec une distance (a2) verticale l'une par rapport à l'autre.
  14. Système de retenue de véhicule selon la revendication 13,
    caractérisé en ce que la première branche de support (10) et la deuxième branche de support (10') prennent appui l'une contre l'autre.
  15. Système de retenue de véhicule selon la revendication 13 ou 14,
    caractérisé en ce qu'un rail profilé (57) est intégré entre la première branche de support (10) et la deuxième branche de support (10').
  16. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 15
    caractérisé en ce que la barre longitudinale inférieure (12) et la glissière de sécurité inférieure (26) se situent sensiblement sur le même niveau en hauteur (H1), et la barre longitudinale supérieure (13) et la glissière de sécurité supérieure (28) se situent sensiblement sur le même niveau en hauteur (H2).
  17. Système de retenue de véhicule selon au moins l'une quelconque des revendications 1 à 16,
    caractérisé en ce que les profils de déformation (23) sont formés à partir de corps creux orientés de manière verticale, en particulier de corps creux ronds.
EP17195776.4A 2016-10-18 2017-10-10 Système de retenue de véhicule Active EP3312345B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016119838.2A DE102016119838A1 (de) 2016-10-18 2016-10-18 Fahrzeugrückhaltesystem

Publications (2)

Publication Number Publication Date
EP3312345A1 EP3312345A1 (fr) 2018-04-25
EP3312345B1 true EP3312345B1 (fr) 2018-12-12

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WO2021240482A1 (fr) * 2020-05-29 2021-12-02 Pasquale Impero Module d'une barrière de sécurité routière et procédé de réalisation du module

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Publication number Priority date Publication date Assignee Title
DE4224998C1 (en) 1992-07-29 1993-08-26 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg, 6612 Schmelz, De Protective crash barrier for highways - comprises posts anchored in ground, deformation profile on road side, upper and lower longitudinal rails
DE19536915C2 (de) * 1995-08-26 2000-04-13 Spig Schutzplanken Prod Gmbh Schutzplankenanordnung
DE19601377A1 (de) 1996-01-16 1997-07-17 Studiengesellschaft Fuer Stahl Schutzplankenanordnung
DE19602567C2 (de) 1996-01-25 2002-09-12 Spig Schutzplanken Prod Gmbh Leitplankenanordnung
DE29706657U1 (de) * 1997-04-14 1997-05-28 Spig Schutzplanken-Produktions-Gesellschaft mbH & Co KG, 66839 Schmelz Leitplankenanordnung
US7101111B2 (en) * 1999-07-19 2006-09-05 Exodyne Technologies Inc. Flared energy absorbing system and method
KR100467083B1 (ko) * 2003-02-19 2005-01-24 (주)건축사사무소예도세림 충격흡수형 도로 중앙 분리대 구조
DE102005020917A1 (de) 2005-05-04 2006-11-09 Studiengesellschaft für Stahlschutzplanken eV Schutzplankenanordnung
EP2455546B1 (fr) * 2010-11-09 2014-07-23 Volkmann & Rossbach GmbH & Co. KG 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
DE102015115768A1 (de) * 2015-09-18 2017-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Leitplankensystem mit unterschiedlichen Intervallen

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