EP3486375B1 - Verankerungssystem für einen pfosten eines leitplankensystems - Google Patents

Verankerungssystem für einen pfosten eines leitplankensystems Download PDF

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Publication number
EP3486375B1
EP3486375B1 EP18207173.8A EP18207173A EP3486375B1 EP 3486375 B1 EP3486375 B1 EP 3486375B1 EP 18207173 A EP18207173 A EP 18207173A EP 3486375 B1 EP3486375 B1 EP 3486375B1
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EP
European Patent Office
Prior art keywords
anchoring
post
plate
mechanical coupling
post base
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EP18207173.8A
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English (en)
French (fr)
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EP3486375A1 (de
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David De Saedeleer
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Desami Sprl
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Desami Sprl
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0461—Supports, e.g. posts
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—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

Definitions

  • the present invention relates to the technical field of guardrails arranged along road traffic lanes to reduce the severity of accidents.
  • the present invention relates to an anchoring system for a crash barrier post.
  • a crash barrier is a barrier placed along a road traffic lane to cushion the impact in the event of an accident and not return the vehicle in the opposite direction so that it does not bounce back to the left lane. on the roads.
  • a safety barrier as understood throughout this text is a restraint device made up of vertical elements anchored in the ground, the “posts”, and horizontal elements, the “rails. ”, Attached to these posts.
  • ⁇ vertical and horizontal elements generally consist mainly of metal, but any other material having suitable mechanical properties can be considered.
  • front face of a post denotes the face of the post, or of one of its components, adjoining the traffic lane and generally found in first line in the event of an impact with a vehicle, while the "rear face” is the face opposite the front face.
  • Most of the energy dissipated by a guardrail is usually absorbed by the deformation of the rails, while a smaller amount of energy can also be absorbed by a deformation of the posts and their anchoring system at the base. ground.
  • the document WO 2015/042656 discloses an anchoring system to a rigid support for a safety barrier post in which the force exerted by the post on the anchoring means in the event of impact is reduced by the presence of a plate anchor comprising a hinge zone capable of being plastically deformed.
  • the anchoring plate in fact comprises in its front part (i) an anchoring zone comprising attachment means for coupling said plate to the rigid support and (ii) a zone integral with the base of the post, these two zones being separated by slits extending from the front of the plate to the rear thereof to the hinge area.
  • the area attached to the base of the post indeed follows the rotation of the post caused by the moment of force associated with the impact force, while the anchoring area of the plate remains coupled to the rigid support.
  • the deformation thus generated in the hinge zone of the plate makes it possible to dissipate kinetic energy and therefore to absorb the impact between the vehicle and the guardrail, but also to reduce the force supported by the coupling anchoring means.
  • the anchoring plate to the rigid support.
  • the anchoring means typically comprising anchor bolts placed in through holes drilled in the anchoring plate, are effected in tension during the application of a force on the post oriented from the front to the front. 'back.
  • the anchoring system advantageously comprises a stop device, such as a notch at the rear of the post, making it possible to limit the amplitude of rotation of the post and therefore to plastic deformation of the hinge area. This has the effect of increasing the resistance of the guardrail post once the plastic deformation of the hinge area has reached a maximum allowable amplitude.
  • the guardrail when the guardrail is placed on a civil engineering structure such as a bridge or a dike, it is generally very desirable to limit the forces transmitted by the anchoring means to the support to a maximum value. rigid in sight to preserve the latter.
  • the rigid support is in fact generally part of a complex civil engineering structure. It is then expensive and difficult to repair in the event of damage generated by excessive forces at the level of the anchoring means.
  • fuse systems exist, in which the post is decoupled from the rigid support beyond a threshold value of forces transmitted to the means of. anchoring.
  • Such systems for controlling the maximum value of the forces transmitted to the rigid support are for example described in the document US2010 / 0293870 .
  • These anchoring systems comprise an anchoring plate integral with the base of the post which is anchored in the ground by means of anchor bolts inserted in through holes drilled in said plate. Each anchor bolt is in direct contact with the ground and is closed with a nut tightened above the anchor plate. A washer with a hole that can be deformed is placed between the anchor bolt closure nut and the anchor plate. In the event of a sufficient impact on the guardrail and therefore of a sufficient moment of force transmitted to the base of the post, the hole in the washer deforms and tears under the stress transmitted to it by the locking nut. closing.
  • the anchor plate and therefore the post become decoupled from the ground because the locking nut is smaller in size than the through holes in the anchor plate.
  • This decoupling which therefore occurs beyond a threshold value of forces transmitted to the anchoring system, makes it possible to preserve the support in which the post is anchored via the anchoring plate.
  • both the post and the anchoring means are at least partially damaged, which prevents them from being reused later.
  • the threshold force value that can be transmitted to the anchoring system and the quantity of energy dissipated in the anchoring system before decoupling are relatively small because they are directly linked to the limited mechanical resistance capacities of the washers present. between the anchor plate and the locking nut.
  • the anchor bolts comprising the deformable washers disclosed in the document US2010 / 0293870 are only "fuses" in traction. Consequently, in the event of sufficient force exerted on the post, only the front part of the anchor plate becomes detached from the rigid support. The bolts at the rear of the anchor plate are stressed in compression in the event of a vehicle impact. against the guardrail. Since there are no fusible compression bolts in the disclosed anchoring system, the post therefore generally remains partially coupled to the rigid support even after a large impact between a vehicle and the guardrail. As explained in the document, the absence of total decoupling makes it possible to increase the retention power of the guardrail because the partially decoupled post continues to obstruct the passage of the vehicle.
  • An object of the present invention is to provide an anchoring system in a rigid support for a safety barrier post making it possible to limit to a threshold value the value of the forces transmitted to the rigid support in order to preserve it, while maximizing the amount of energy dissipated during an impact.
  • Another object of the present invention is to provide an anchoring system in a rigid support for a guardrail post which can be implemented in existing civil engineering structures, such as bridges or dikes. , without requiring adaptation civil works.
  • Another object of the invention is to provide an anchoring system for a guardrail which minimizes the risks of overturning a vehicle colliding with the guardrail.
  • Another object of the invention is to provide an anchoring system comprising means for anchoring to the rigid support which can be reused following an impact which has caused damage to the post.
  • the means for anchoring the at least one anchoring plate to the rigid support are configured to remain within their elastic limit when a moment of force equal to said second threshold value S2 is applied to the anchoring system.
  • the fragile zones of the mechanical coupling between the post base and the at least one anchoring plate comprise a partial weld between the post base and the at least one anchoring plate.
  • the fragile zones of the mechanical coupling between the post base and the at least one anchoring plate comprise a zone with a thickness less than that of the post base and of the anchoring plate.
  • the system comprises two lateral anchoring plates arranged around the post base, said fragile zones being positioned at the interfaces between each lateral anchoring plate and the post base.
  • the system according to the invention comprises a central anchoring plate coupled to a post base comprising two side parts arranged around said central anchoring plate, said fragile zones being positioned at the interfaces between the plate. anchor and each of the two side parts of the post base.
  • said slot comprises an edge tangent to the through hole, said edge being in a position medial with respect to the through hole and to a fragile zone of the mechanical coupling.
  • the means for anchoring the at least one anchoring plate to the rigid support comprise anchor bolts, said anchor bolts comprising screws and nuts.
  • the bolts comprise washers inserted between the nuts and the at least one anchoring plate.
  • the invention relates to a post anchored in a rigid support using an anchoring system as described above.
  • the invention relates to a safety barrier anchored in a rigid support comprising a plurality of posts as described above and a plurality of horizontal elements connecting said posts to one another.
  • the post 1 therefore comprises a post base 3 coupled to at least one anchoring plate 4 using a mechanical coupling, said at least one anchoring plate 4 itself being coupled to the rigid support 2 by means of anchoring means.
  • FIG. 1 and 2 an embodiment of a post 1 compatible with the anchoring system according to the invention is shown.
  • two lateral anchoring plates 4a, 4b are mechanically coupled to the post base 3 which is in a medial position with respect to the two anchoring plates 4a, 4b.
  • the side plates 4a, 4b are coupled to the post base 3 by welds.
  • the side plates 4a, 4b and the post base 3 can be integral parts of the same part.
  • the means for anchoring to the rigid support 2 of the anchoring plate 4 can take on different embodiments.
  • the anchoring means of the side plates 4a, 4b comprise bolts inserted into through holes 6 drilled in said side plates 4a, 4b. These bolts comprise screws 8 partially driven into the rigid support 2 to which they are fixed by mechanical and / or chemical means. Nuts 9 are used to close the bolts above the side plates 4a, 4b. Washers 10 can also be inserted between the nuts 9 and the side plates 4a, 4b.
  • the post 1 is also subjected to a force F comprising a component oriented along a directing vector -x2, that is to say oriented from the front face 1a, towards the rear face 1b of the post.
  • the side plates 4a, 4b are designed in such a way that the forces due to the force F and transmitted by the post base 3 generate a torsional deformation of the part of the side plates 4a, 4b fixed to the post base 3.
  • This deformation is the consequence of a greater structural rigidity of the post base 3 compared to that of the side plates 4a, 4b.
  • This difference in structural rigidity can originate from the use of materials of different qualities for the side plates 4a, 4b and the post base 3.
  • the side plates 4a, 4b include a slot 7 which extends from the front edge towards the rear of each side plate 4a, 4b to a certain depth without reaching the rear edge thereof. This slot 7 structurally weakens the side plates 4a, 4b which are then more easily deformable in torsion when a moment M is applied to the anchoring system.
  • the deformation of the plates 4a, 4b is shown on Figure 3 .
  • Such a deformation is observable when the moment M generated by the force F has a sufficiently high value.
  • the mechanical coupling between the plates 4a, 4b and the post base 3 enters into plastic deformation.
  • This plastic deformation in torsion is responsible for a significant dissipation of energy in the anchoring system and therefore makes it possible to evacuate part of the kinetic energy of the vehicle, and therefore to reduce its speed at the time of the impact.
  • the rigid support 2 is preserved from the damage which may occur in the event of excessive forces generated by the anchoring means of the side plates 4a, 4b.
  • the threshold value S2 of the moment before rupture which is therefore directly linked to the maximum forces transmitted by the anchoring means to the rigid support 2 before rupture, can be modulated according to the properties of mechanical resistance to rupture of the fragile zones 5a, b.
  • the fragile zones 5a, 5b are moreover configured so that their rupture causes a total decoupling between the post base 3 and the side plates 4a, 4b.
  • these fragile zones 5a, 5b are advantageously located on the whole of the interface between the post base 3 and the side plates 4a, 4b so that the end of the breaking process, the side plates 4a, 4b and the post base 3 have become separate entities.
  • These fragile areas 5a, 5b can be made in different ways.
  • the fragile areas 5a, 5b correspond to a weld between the side plates 4a, 4b and the post base 3.
  • This weld can be a partial weld, that is to say a weld that does not extend over the entire length. 'thickness of the side plates - post base interface, in order to obtain an adequate threshold value S2 for the moment M.
  • the fragile zones 5a, 5b may correspond to zones of smaller thickness compared to the thickness of the side plates 4a, 4b and of the post base 3.
  • the maximum deflection angle ⁇ that the post 1 can withstand before the mechanical coupling breaks can be modulated according to the mechanical deformation properties of said coupling.
  • this maximum deflection angle ⁇ is mainly governed by the structural torsional rigidity of the side plates 4a, 4b, which depends on the material used, the thickness of the plates as well as the exact location and depth of the slot 7.
  • the means for anchoring the plates 4a, 4b to the rigid support 2 can withstand the forces generated by the value S2 of the moment M
  • the anchoring means which typically comprise anchor bolts, as shown in Figures 3-4 , must resist for decoupling to occur in fragile areas 5.
  • the absence of breakage or tearing of the anchoring screws and nuts under the action of the moment of force M equal to S2 makes it possible to guarantee decoupling total of post 1 by breaking fragile areas 5a, 5b.
  • This sufficient strength of the anchoring means also makes it possible to prevent unpredictable interactions between them and the rigid support 2, which could be harmful to it.
  • the anchoring means which therefore typically comprise anchor bolts, must consequently have sufficient mechanical strength properties to withstand the forces which they must transmit to the rigid support 2 up to a value S2 of the moment of force.
  • the anchoring means are designed and dimensioned to remain within their elastic limit up to the value S2 of the moment of force causing the breakage of the fragile zones 5a, 5b. This means that the various elements constituting the anchoring means only undergo elastic deformations, without therefore becoming plastic, for the force values transmitted during the rupture of the mechanical coupling. In this way, the integrity of the anchoring means is completely preserved at the end of the process of breaking the mechanical coupling between the side plates 4a, 4b and the post base 3. Consequently, following a destructive accident for the post 1, these anchoring means can be reused to anchor a new post 1 replacing the previous one in the rigid support 2.
  • the Figure 5 is a schematic sectional view of the anchoring zone of a post 1 according to one embodiment of the invention.
  • the side plates 4a, 4b are therefore coupled to the post base 3 which is in the central position.
  • the fragile zones 5a, 5b of the mechanical coupling are located at the interfaces between the post base 3 and the side plates 4a, 4b.
  • the fragile areas 5a, 5b are welds, possibly partial, between the side plates 4a, 4b and the post base 3.
  • Parts 31 and 32 represent the front and rear walls of post 1 which are anchored to its base 3.
  • the Figure 6 is a schematic sectional view of the anchoring zone of a post 1 according to another embodiment.
  • the side plates 4a, 4b are replaced by a single central plate 4 coupled to a post base in two side parts 3a and 3b.
  • a fragile zone 5a, 5b is located at each interface between the post base in two parts 3a, 3b and the central plate 4.
  • the central plate 4 advantageously comprises two through holes 6 to receive the means for anchoring to the rigid support 2.
  • Embodiments with a single through hole in the central plate 4 can also be envisaged.
  • the parts 31a, 32a and 31b, 32b represent the front and rear walls of the post 1 which are anchored to the side parts 3a and 3b of the post base. What has been said above about the embodiments comprising a central post base 3 and lateral anchoring plates 4a, 4b can be directly transposed this embodiment comprising a single central anchoring plate 4 and a base of post in two lateral parts 3a and 3b.
  • At least one slot 7 is advantageously machined in the anchor plates 4, 4a, 4b.
  • This slot is advantageously through along an axis x3, through the thickness of the plate therefore, and it extends along an axis x2, from the front edge of the plate to a certain depth towards the rear, without reaching the bottom. rear edge.
  • This slot 7 makes it possible to reduce the structural rigidity of the plate in torsion.
  • the slot 7 is advantageously connected to the through hole 6 used to anchor the plate to the rigid support 2. This configuration has indeed proved to be advantageous because it has been observed that in the event of an impact of a vehicle on the rails of a crash barrier, the different posts 1 involved in the shock absorption are subjected to different forces.
  • the presence of the slot 7 connected to the through hole offers an additional possibility of obtaining a decoupling between the post 1 and the rigid support 2.
  • the plates 4, 4a, 4b can indeed deform so as to widen the width of the slot 7 and to allow the passage of the anchor screw 8 therethrough.
  • the decoupling between the post 1 and the rigid substrate 2 is then obtained by a translational movement along the x2 axis of the post base 3 still coupled to the anchor plates 4, 4a, 4b.
  • each slot 7 connected to a through hole 6 of an anchor plate 4, 4a, 4b advantageously comprises an edge 7a, 7b extending along an axis 11a, 11b parallel to x2 and tangent to the through hole 6.
  • the axis 11a, 11b is in a medial position with respect to the fragile zone 5a, 5b of the mechanical coupling and the through hole 6.
  • medial position is meant that the axis 11a, 11b, in addition to being tangent to the through hole 6, is located between through hole 6 and fragile area 5a, 5b.
  • the edge 7a, 7b of the slot 7 extends along an axis 11 which is parallel to x2 and tangent to the hole 6 on the side of the fragile zone 5a, 5b.
  • the slot 7, generally narrower than the through hole 6, is connected to the through hole 6 while being offset towards the fragile zone 5a, 5b with respect to the center of the through hole 6.
  • the Figure 7 shows a safety barrier comprising posts 1 anchored to a rigid support 2, which is here a concrete or metal sill, using an anchoring system as described above. Horizontal elements, the tubes 12 interconnect different posts 1.

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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 (11)

  1. Verankerungssystem für einen Pfosten (1) eines Leitplankensystems in einen starren Halter, wobei dieser Pfosten (1) eine Vorderseite (1a) und eine Hinterseite (1b) umfasst, wobei dieses System umfasst:
    - ein Pfostenunterteil (3);
    - zu mindestens eine Verankerungsplatte (4, 4a, 4b) zur Verankerung in den starren Halter (2);
    - Verankerungsmittel (8, 9, 10) zur Verankerung der zu mindestens einer Verankerungsplatte (4, 4a, 4b) in den starren Halter (2);
    bei dem dieses Pfostenunterteil (3) mechanisch mit dieser zu mindestens einer Verankerungsplatte (4, 4a, 4b) über eine mechanische Kopplung gekoppelt ist, wobei diese mechanische Kopplung eine beim Drehen unter der Wirkung einer auf den Pfosten (1) ausgeübten Kraft F verformbare starre Kopplung ist, wobei diese Kraft eine horizontale von vorne nach hinten orientierte Komponente aufweist, wobei diese mechanische Kopplung plastisch verformt wird, wenn diese horizontale Komponente auf das Verankerungssystem ein Kraftmoment M erzeugt, das grösser als ein erster Schwellwert S1 ist,
    dadurch gekennzeichnet, dass
    - diese mechanische Kopplung zum Bruch durch Verdrehung in Schwachstellen (5a, 5b) der mechanischen Kopplung konfiguriert ist, wenn diese horizontale Komponente der ausgeübten Kraft auf das Verankerungssystem ein Kraftmoment erzeugt, das grösser als ein erster Schwellwert S2 ist, wobei diese Schwachstellen (5a, 5b) so konfiguriert sind, dass das Pfostenunterteil (3) ganz von der zu mindestens einer Verankerungsplatte (4, 4a, 4b) nach dem Bruch der Schwachstellen (5a, 5b) entkoppelt wird, wobei die Verankerungsmittel (8, 9, 10) zur Verankerung der zu mindestens einer Verankerungsplatte (4, 4a, 4b) in den starren Halter (2) konfiguriert sind, um einem dem zweiten Schwellwert S2 gleichen Kraftmoment widerzustehen;
    - die zu mindestens eine Verankerungsplatte (4, 4a, 4b) einen Durchgangsschlitz (7) umfasst, der sich von der Vorderseite nach der Hinterseite der zu mindestens einer Verankerungsplatte (4, 4a, 4b) bis einer bestimmten Tiefe ausstreckt, ohne deren Hinterrand zu erreichen.;
    - die zu mindestens eine Verankerungsplatte (4, 4a, 4b) zu mindestens eine Durchgangsbohrung (6) zum Empfängst der Verankerungsmittel (8, 9, 10) zur Verankerung in den starren Halter (2) umfasst, wobei diese Durchgangsbohrung (6) mit diesen Durchgangsschlitz (7) verbunden ist.
  2. Verankerungssystem nach Anspruch 1, wobei die Verankerungsmittel (8, 9, 10) zur Verankerung der zu mindestens einer Verankerungsplatte (4, 4a, 4b) in den starren Halter (2) konfiguriert sind, um innerhalb deren Streckgrenze zu bleiben, wenn ein diesem zweiten Schwellwert S2 gleiches Kraftmoment auf das Verankerungssystem ausgeübt wird.
  3. Verankerungssystem nach einem der vorhergehenden Ansprüche, wobei die Schwachstellen (5a, 5b) der mechanischen Kopplung zwischen dem Pfostenunterteil (3) und der zu mindestens einer Verankerungsplatte (4, 4a, 4b) eine partielle Schweißstelle zwischen dem Pfostenunterteil (3) und der zu mindestens einer Verankerungsplatte (4, 4a, 4b) umfassen.
  4. Verankerungssystem nach einem der Ansprüche 1 und 2, wobei die Schwachstellen (5a, 5b) der mechanischen Kopplung zwischen dem Pfostenunterteil (3) und der zu mindestens einer Verankerungsplatte (4, 4a, 4b) einen Bereich mit einem Dicke umfassen, die niedriger als die des Pfostenunterteils (3) und der zu mindestens einer Verankerungsplatte (4, 4a, 4b) ist.
  5. Verankerungssystem nach einem der vorhergehenden Ansprüche, umfassend zwei seitliche Verankerungsplatten (4a, 4b), die um das Pfostenunterteil (3) angeordnet sind, wobei diese Schwachstellen (5a, 5b) an den Schnittstellen zwischen jeder seitlichen Verankerungsplatte (4a, 4b) und dem Pfostenunterteil (3) positioniert sind.
  6. Verankerungssystem nach einem der Ansprüche 1 bis 4, umfassend eine mit einem Pfostenunterteil gekoppelte Mittelverankerungsplatte (4), das zwei um diese Mittelverankerungsplatte (4) angeordneten Seitenteile umfasst, wobei diese Schwachstellen (5a, 5b) an den Schnittstellen zwischen der Mittelverankerungsplatte (4) und jedem der Seitenteile (3a, 3b) des Pfostenunterteils positioniert sind.
  7. Verankerungssystem nach einem der vorhergehenden Ansprüche, wobei dieser Schlitz (7) einen an der Durchgangsbohrung (6) tangentialen Rand (7a, 7b) umfasst, wobei dieser Rand (7a, 7b) sich in einer medialen Position zu der Durchgangsbohrung (6) und einer Schwachstelle (5a, 5b) der mechanische Kopplung befindet.
  8. Verankerungssystem nach einem der vorhergehenden Ansprüche, wobei die Verankerungsmittel (8, 9, 10) zur Verankerung der zu mindestens einer Verankerungsplatte (4, 4a, 4b) in den starren Halter (2) Verankerungsbolzen umfassen, wobei diese Verankerungsbolzen Schrauben (8) und Muttern (9) umfassen.
  9. Verankerungssystem nach Anspruch 8, wobei die Bolzen Scheiben (10) umfassen, die zwischen den Muttern und der zu mindestens einer Verankerungsplatte (4, 4a, 4b) eingesetzt sind.
  10. Pfosten, der in einem starren Halter (2) mittels eines Verankerungssystems nach einem der Ansprüche 1 bis 9 verankert ist.
  11. Leitplankensystem, das in einem starren Halter (2) verankert ist und eine Vielzahl von Pfosten (1) nach Anspruch 10 und eine Vielzahl horizontaler Elemente (12) umfasst, die diese Pfosten (1) miteinander verbinden.
EP18207173.8A 2017-11-20 2018-11-20 Verankerungssystem für einen pfosten eines leitplankensystems Active EP3486375B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
BE2017/5848A BE1025272B1 (fr) 2017-11-20 2017-11-20 Système d'ancrage pour un poteau de glissière de sécurité

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EP3486375A1 EP3486375A1 (de) 2019-05-22
EP3486375B1 true EP3486375B1 (de) 2021-03-03

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BE (1) BE1025272B1 (de)
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WO2021080441A1 (en) * 2019-10-22 2021-04-29 Holmes Solutions Limited Partnership A mounting element
CN115354605B (zh) * 2021-09-30 2024-06-21 山东奥邦机械设备制造有限公司 一种护栏导向装置及使用方法
BE1030291B1 (nl) 2022-02-23 2023-09-19 Van Eycken Metal Construction Bvba Verankeringssysteem omvattende een steunvoet voor een metalen voertuigkerende constructie en een constructie hiermee samengesteld
BE1030292B1 (nl) 2022-02-23 2023-09-19 Van Eycken Metal Construction Bvba Verankeringssysteem met verlaagde krachtoverdracht voor een metalen voertuigkerende constructie en een constructie hiermee samengesteld
EP4234815A1 (de) 2022-02-23 2023-08-30 Van Eycken Metal Construction BV Verankerungssystem für eine metallische fahrzeugablenkstruktur und daraus hergestellte konstruktion
CN115323961B (zh) * 2022-07-11 2024-03-19 泉州装备制造研究所 一种道路安全防护栏

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ES2293860B1 (es) 2007-10-01 2009-02-01 Hierros Y Aplanaciones, S.A. (Hiasa) Sistema de anclaje fusible directo para poste de soporte de una barrera de seguridad o pretil en un terreno rigido.
JP5302028B2 (ja) * 2009-02-04 2013-10-02 積水樹脂株式会社 防護柵
US8235359B2 (en) * 2009-10-27 2012-08-07 Barrier Systems, Inc. Vehicle crash attenuator apparatus
AU2013234430B1 (en) * 2013-09-30 2014-04-10 Safe Direction Pty Ltd Post assembly

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ES2875771T3 (es) 2021-11-11
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