EP3652382B1 - Élément de fermeture d'un dispositif de limitation de voie de roulement, système de transition, procédé de fourniture d'une protection contre les impacts - Google Patents

Élément de fermeture d'un dispositif de limitation de voie de roulement, système de transition, procédé de fourniture d'une protection contre les impacts Download PDF

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Publication number
EP3652382B1
EP3652382B1 EP17739261.0A EP17739261A EP3652382B1 EP 3652382 B1 EP3652382 B1 EP 3652382B1 EP 17739261 A EP17739261 A EP 17739261A EP 3652382 B1 EP3652382 B1 EP 3652382B1
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EP
European Patent Office
Prior art keywords
collision
lane
drive
locking
longitudinal axis
Prior art date
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Active
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EP17739261.0A
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German (de)
English (en)
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EP3652382A1 (fr
Inventor
Hermann Wenger
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.)
Wenger Projekte und Coaching
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Wenger Projekte und Coaching
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Publication of EP3652382A1 publication Critical patent/EP3652382A1/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
    • E01F15/12—Continuous barriers extending along roads or between traffic lanes and having means for providing occasional passage, e.g. for emergency vehicles
    • 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
    • E01F15/006—Lane control by movable lane separating barriers, e.g. shiftable barriers, retractable kerbs ; Apparatus or barriers specially adapted therefor, e.g. wheeled barriers
    • 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
    • E01F15/14—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 specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements

Definitions

  • the present invention relates to an end element of a lane delimitation device, a transition system comprising at least one lane delimitation device with an end element and a method for providing collision protection on an end element of a lane delimitation device.
  • roadway delimitation devices also known colloquially as crash barriers, are known from the prior art.
  • the purpose of lane delimitation is to hold the vehicle back on the lane in the event of an accident.
  • generic roadway delimitation devices should make it possible to provide a passage for emergencies or for traffic, for example if it has to be diverted.
  • a mobile crash barrier has become known.
  • This mobile crash barrier EP 2 784 222 is suitable for use in a transfer system.
  • a generic reconciliation system is, for example, in DE 600 14 502 T2 shown. Also shown is such a gateway system in the as yet unpublished PCT application PCT/EP 2017/050042 .
  • transition systems have two pivotable lane delineators or crash barriers.
  • a passage can be created by pivoting, which serves as a transition for the vehicles, for example from a first lane into a second lane.
  • the crash barrier device as in EP 2 784 222 shown has a folding element which can be lowered and is referred to as a short lowering (a special form of a standard lowering). can.
  • This folding element is arranged on the front side of the crash barrier device.
  • the purpose of this brief lowering is to provide collision protection when the crash barrier element is not arranged in line with another crash barrier element and there is a risk that a vehicle could collide with the crash barrier element at the front.
  • the end face includes the area of a crash barrier element that terminates the crash barrier element along a longitudinal axis.
  • the longitudinal axis is defined as an axis in the longitudinal direction of the lane delimitation device.
  • the prior art provides for individual elements of the crash barrier devices to be connected to one another in the operating state by means of a lock.
  • the crash barrier device from the EP 2 784 222 B1 has such a lock. This is incorporated in the folding element, which necessitates a complex construction. In addition, when the folding element is actuated, high forces act, caused by torques. When connecting several crash barrier devices, due to the flap element and the locking device arranged therein, a high level of precision is necessary in order to ensure complete locking.
  • the drive-on element can be rotated or pivoted relative to the guide element from a closed position into a drive-on position.
  • the drive-on element is mounted on the guide element so as to be rotatable or pivotable on an axis parallel to the longitudinal axis or about this longitudinal axis.
  • the drive-on side faces the oncoming traffic when the drive-on element is in the drive-on position.
  • the drive-on side is designed specifically for the drive-on of a vehicle, in particular as a short lowering.
  • the ramp element preferably has a contour that is essentially congruent or similar to the guide element.
  • the contours are at least partially overlapped transversely to the longitudinal axis of the guide element and the drive-on element in the drive-on position; the overlap in the closed position preferably essentially corresponds to the overlap in the drive-on position.
  • the axis parallel to the longitudinal axis is preferably arranged symmetrically in relation to the longitudinal axis in the closing element.
  • the drive-up element preferably extends along the longitudinal axis in the closed position and in the drive-up position.
  • the drive-on element can preferably be locked in the closed position and/or in the drive-on position.
  • the locking makes it possible to secure the drive-on element in the corresponding first or second position and, for example, to protect it against unintentional manipulation.
  • the drive-on element can have at least a first element of a locking device.
  • part of the locking device as an integral part of the ramp element. Construction and operation are simplified. In addition, good power transmission to the drive-on element is made possible.
  • the first element of the locking device can preferably be designed as a locking opening or as a locking cylinder. These are well-established elements of mechanical engineering and allow easy locking to be provided.
  • Such a locking cylinder is preferably designed as a lifting and rotating cylinder. This moves from a first position to a second position and rotates around its cylinder axis in such a way that two or more are arranged on the cylinder Extensions engage in corresponding openings and work together as a bayonet catch.
  • a second element of the locking device is preferably arranged within the guide element.
  • the second element of the locking device is thus protected from environmental influences.
  • the locking device can preferably be actuated hydraulically.
  • Hydraulic actuators require little maintenance and are extremely reliable. Since the individual elements in hydraulic devices can be connected by means of flexible lines, the hydraulic actuating device can be positioned individually. Space conditions, for example within the guide element, can be well utilized.
  • the drive-on element preferably has at least a first element of a locking device.
  • This first element of the locking device can be designed as a retaining bolt or as a cylinder.
  • Such a cylinder is preferably designed as a lifting and rotating cylinder. This moves from a first position to a second position and rotates about its cylinder axis in such a way that two or more extensions arranged on the cylinder engage in corresponding openings and work together as a bayonet lock.
  • the first element of the locking device is preferably arranged within the drive-on element. This enables a reliable positioning and also reliable power transmission of the first element to the drive-on element.
  • the drive-on element can be reliably locked.
  • the design as a retaining bolt or as a cylinder enables the drive-on element to be locked reliably and easily. Both retaining bolts and cylinders are easy-to-operate elements. This simplifies the manipulation and locking of the drive-on element.
  • the first element of the locking device is preferably arranged within the drive-on element.
  • Reliable attachment of the first element of the locking device is made possible, and reliable power transmission is ensured.
  • the first element of the locking device can be protected from environmental influences.
  • the locking device can preferably be actuated hydraulically. As discussed herein, hydraulic actuators are reliable and easily maintained actuators.
  • the drive-on element can have a lowering, for example a short lowering or a controlled lowering.
  • a lowering at the ramp is shorter than a short lowering. This is typically due to the shorter design and mobile use. Lowering is also one of several forms of collision protection.
  • the drive-on side is thus designed specifically for the drive-on of a vehicle.
  • the guide element can have an end section on which the ramp element is arranged. This is preferably arranged with a slewing ring on the guide element.
  • the arrangement of the drive-on element at the end section makes it possible to create a defined interface.
  • a suspension of the drive-on element on a slewing ring enables high stability of the drive-on element in relation to the guide element.
  • simple production is made possible.
  • the drive-on element is preferably horizontally displaceable along the longitudinal axis of the closing element. This makes it possible to change or adjust the overall length of the end element.
  • the closing element can have a hydraulic drive for pivoting the drive-on element. This enables the drive-on element to be swiveled easily and safely.
  • a further aspect of the invention relates to a transition system comprising at least one roadway delimitation device with a closing element as described here.
  • a complete system for traffic regulation and traffic guidance can thus be provided.
  • the lane delimitation device of the transfer system can have a vertical axis of rotation for pivoting the lane delimitation device relative to a stationary or stationary element of the transfer system on a side facing away from the closing element.
  • this enables the roadway delimitation device to be firmly connected to a stationary element, and on the other hand, it also makes it possible to pivot this relative to a permanently mounted element.
  • a device or a chassis for pivoting such a roadway delimitation device is, for example, in the international patent application PCT/EP2017/050042 described.
  • the lane delimitation device described here and/or the closing element described here can be configured with a chassis, preferably with a chassis described in the aforementioned international patent application.
  • a further aspect of the invention relates to a method for providing collision protection on a terminating element as described here or on a terminating element of a transition system as described here.
  • the collision protection is pivoted about an axis arranged on the guide element and parallel to the longitudinal axis of the closing element, and in particular pivoted from a closed position into an impact position.
  • the collision protection is preferably part of a collision element as described here.
  • the collision protection can be designed as a lowering.
  • the horizontal pivoting around an axis parallel to the longitudinal axis makes it possible to move the ramp protection from a locked position to an open position.
  • a locking device can be released, which is arranged in particular inside the guide element.
  • a locking device can be released.
  • the locking device is preferably arranged within a ramp element which has the collision protection.
  • the closing element Before releasing the locking device, the closing element can be pivoted laterally with respect to the longitudinal axis (L).
  • the drive-on element is preferably locked with a locking device on a further roadway delimitation device in such a way that the drive-on element is fixed under pretension.
  • a reliable lane delimitation device can thus be produced.
  • the drive-on element can be brought into a stable position.
  • the terminating element is thus designed to be stable overall.
  • figure 1 shows a termination element 100 and a termination element 100'.
  • the longitudinal axis L extends along or through the closing element 100.
  • the closing element 100 has a guide element 10 and a ramp element 20.
  • the ramp element is designed as a short lowering 22.
  • the short lowering 22 is in operative connection with a short lowering 22 'of the second end element (see figure 3 ).
  • figure 2 10 shows a side view of the end elements 100 and 100' figure 1 .
  • the terminating element is in an intended position, that is to say it stands, for example, on a base.
  • figure 3 10 shows the termination elements 100 and 100' of FIG figure 2 , wherein various elements of the end element 100 and 100 'are hidden.
  • a part of the guide element 10, a part of the short lowering 22 and a part of the short lowering 22' are masked out.
  • a locking device is arranged on the drive-on element 20 40.
  • a first element of the locking device 40, namely a cylinder 42, is arranged within the short lowering 22' of the ramp element 100'.
  • a hydraulic drive 80 is arranged within the guide element. Inside the guide element 10 there is also a hydraulic unit, not shown in detail, with which, for example, the drive 80 can be driven.
  • the locking device can also be actuated with the hydraulic unit.
  • Another hydraulic unit is arranged in the drive-on element 100', with which the cylinder 42 of the locking device 40 can be driven.
  • figure 4 shows a perspective view of the closing elements 100 and 100 'according to the figure 1 in a shifted position.
  • the locking device 40 (see figure 3 ) solved, so that the closure elements 100 and 100 'are separated from each other.
  • the closing element 100 rotates about a vertical axis B (see figure 7 ) relative to the closing element 100' is pivoted.
  • the short lowering 22 is shifted to the short lowering 22' in the direction of the arrow.
  • figure 6 shows a detailed view of the end element 100.
  • the short lowering 22 is rotated about a longitudinal axis A relative to the guide element 10.
  • FIG. Compared to the location of the short lowering 22 according to figure 4 we rotated this by 180 ° about the longitudinal axis, so that their position that of the short lowering 22 'from figure 4 is equivalent to.
  • the short lowering is preferably secured against unintentional twisting with a locking device.
  • the closing element is then pivoted further about the axis 70 until a desired end position is reached (see, for example, Figures 8a, 8b and 9 ).
  • the figure 7 shows a roadway delimitation device 1 with an end element 100, a plurality of intermediate elements (not designated in more detail) and a stationary element 70.
  • a vertical axis of rotation B is provided on the stationary element 70, on which the end element 100 can be pivoted with the other intermediate elements.
  • the Figures 8a and 8b show a transition system 2 comprising a plurality of lane boundary devices 1.
  • the transition system is as in FIG PCT/EP 2017/050042 shown trained. For moving there is a landing gear corresponding to the landing gear PCT/EP 2017/050042 educated.
  • the transfer system Figure 8a shows the state before the conduction system was actuated and Figure 8b the state after activation of the transfer system 2.
  • the transfer system 2 according to Figures 8a and 8b is presently designed to divert a four-lane roadway into a three-lane roadway.
  • the four-lane road according to Figure 8a includes lanes C, D, E and F. It may be necessary to divert lane E to lane D, for example. This is desired depending on the traffic volume, for example. If, for example, traffic is moving towards the city center in the morning (here in the direction of the three lanes), it is advantageous if For example, two lanes can be used in this direction. In the evening, the situation is typically reversed.
  • the transfer system 2 has two roadway delimitation devices 1 each. These are each mounted on a stationary element 70 on a second vertical axis of rotation (see figure 7 ).
  • the lane delimitation device 1 has a closing element 100 at each of its ends.
  • the closing element 100 can be connected to another lane delimitation element by means of the locking device 40 (see, for example, figure 4 ) can be locked.
  • the further lane delimitation elements have further/second elements of the locking device.
  • the middle lane of the three-lane side can be routed to either lane D or lane E. This makes it possible to regulate or control the traffic.
  • figure 9 shows an alternative arrangement of a transition system 2.
  • the transition system 2 comprises two lane boundary devices 1 (see also figure 7 ).
  • the transfer system is arranged in front of a directional tunnel with two tunnel tubes 80 (designated only once).
  • One roadway with two lanes each is planned for each tunnel, SA1 and SB1 as well as SA2 and SB2.
  • SA1 and SB1 are planned for each tunnel, SA1 and SB1 as well as SA2 and SB2.
  • SA1 and SB1 As well as SA2 and SB2.
  • SA1 and SB1 At the tunnel entrance, these are each marked with a ' to distinguish them.
  • the directions of travel can be in the figure 9 in the upper lane of SA1 and SB1 in the direction of SA1' and SB1' (normal traffic) and in the lower lane of SA2' and SB2' in the direction of SA2 and SB2 (oncoming traffic).
  • the lane boundaries 1 are each connected to a stationary element 70 with a vertical axis of rotation B so that it can be rotated or pivoted (see also figure 7 ).
  • the transition system 2 is shown in its original position in which figure 9 two possible end positions are shown below.
  • the lane delimitation devices are connected to one another with their end elements 100 at their ends. This means that impact elements 20 are in their closed position (see the figures 1 and 6 ) and are at their ends with the locking devices 42 (see the figures 4 and 6 ) connected with each other.
  • both tracks SA1 and SB1 are diverted to tracks SA2' and SB2'.
  • the oncoming traffic originally on lanes SA2' and SB2' has been stopped in the present case or, for example, diverted in front of the second end of the tunnel (not shown here).
  • the respective lane boundary devices 100 are pivoted over the entire lane so that they extend across both lanes SA1 and SB1, or SA2 and SB2, for each lane.
  • the roadway delimiting devices 100 are only pivoted to the middle of the roadway, that is, only over one lane, namely SB1 and SA2. In this way, traffic can be routed in both directions in one of the two tunnels.
  • a second transition device 2 arranged at the second tunnel end (not shown here), ie at the tunnel entrance for oncoming traffic, is actuated.
  • the two lanes SA2' and SB2' are merged and directed to lane SB2'.
  • the lanes SA1 and SB1 are diverted to the individual lane SB1 and this is then diverted to the lane SA2'. There is now oncoming traffic in the tunnel (dashed arrows).

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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 (15)

  1. Élément d'extrémité (100) d'un dispositif de limitation des voies (1), en particulier d'un dispositif d'ouverture d'un passage dans un dispositif de limitation des voies (1), ayant un axe longitudinal (L), comprenant un élément de guidage (10) et un élément de collision (20), qui peut tourner ou pivoter par rapport à l'élément de guidage (10) d'une position de fermeture à une position de collision, caractérisé en ce que l'élément de collision (20) est monté sur l'élément de guidage (10) de manière à pouvoir tourner ou pivoter autour d'un axe (A) parallèle à l'axe longitudinal (L) ou autour de cet axe longitudinal (L).
  2. Elément d'extrémité (100) selon la revendication 1, caractérisé en ce que l'élément de collision (20) s'étend dans l'axe longitudinal (L) en position de fermeture et en position de collision.
  3. Elément d'extrémité (100) selon l'une quelconque des revendications 1 à 2, caractérisé en ce que l'élément de collision (20) comprend au moins un premier élément d'un appareil de verrouillage.
  4. Elément d'extrémité (100) selon la revendication 3, caractérisé en ce que le premier élément de l'appareil de verrouillage est formé comme une ouverture de verrouillage ou comme un cylindre de verrouillage.
  5. Elément d'extrémité (100) selon la revendication 4, caractérisé en ce qu'un deuxième élément de l'appareil de verrouillage est disposé dans l'élément de collision (20).
  6. Elément d'extrémité (100) selon l'une quelconque des revendications 4 à 5, caractérisé en ce que l'appareil de verrouillage est actionnable hydrauliquement.
  7. Elément d'extrémité (100) selon la revendication 1, caractérisé en ce que l'élément de collision (20) comporte au moins un premier élément d'un dispositif de verrouillage (40) .
  8. Elément d'extrémité (100) selon l'une quelconque des revendications 1 à 7, caractérisé en ce que l'élément de collision (20) présente un évidement (22).
  9. Elément d'extrémité (100) selon la revendication 8, caractérisé en ce que le premier élément du dispositif de verrouillage (40) est disposé dans l'évidement (22).
  10. Élément d'extrémité (100) selon l'une quelconque des revendications 1 à 9, caractérisé en ce que l'élément de guidage (10) comporte une partie d'extrémité au niveau de laquelle est disposé l'élément de collision (20), de préférence avec une couronne d'orientation.
  11. Système de transfert (2) comprenant au moins un dispositif de limitation de voie (1) avec un élément d'extrémité (100) selon l'une quelconque des revendications 1 à 10.
  12. Système de transfert (2) selon la revendication 11, caractérisé en ce que le dispositif de limitation de voie (1) présente, sur un côté opposé à l'élément d'extrémité (100), un axe de rotation vertical (B) pour faire pivoter le dispositif de limitation de voie (1) par rapport à un élément fixe (70) du système de transfert (2).
  13. Procédé de protection contre les collisions sur un élément d'extrémité (100) d'un dispositif de limitation des voies (1) selon l'une des revendications 1 à 10 ou sur un élément d'extrémité (100) d'un système de transfert (2) selon l'une des revendications 11 ou 12, caractérisé en ce qu'un élément de guidage (20) est pivoté autour d'un axe horizontal (A) disposé sur l'élément de guidage (10), en particulier est pivoté d'une position de fermeture à une position de collision.
  14. Procédé selon l'une des revendications 11 à 13, dans lequel, après le pivotement de l'élément de collision (10), l'élément de collision (10) est verrouillé sur un autre dispositif de limitation des voies (1) au moyen d'un dispositif de verrouillage de telle sorte que l'élément de collision (10) est fixé sous prétension.
  15. Procédé selon l'une quelconque des revendications 11 à 14, dans lequel, après que l'élément de collision (20) a été pivoté, l'élément de collision (20) est verrouillé à l'élément de guidage (10) par un dispositif de verrouillage de telle sorte qu'un pivotement supplémentaire de l'élément de collision (20) est empêché.
EP17739261.0A 2017-07-12 2017-07-12 Élément de fermeture d'un dispositif de limitation de voie de roulement, système de transition, procédé de fourniture d'une protection contre les impacts Active EP3652382B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2017/067554 WO2019011425A1 (fr) 2017-07-12 2017-07-12 Élément de fermeture d'un dispositif de limitation de voie de roulement, système de transition, procédé de fourniture d'une protection contre les impacts

Publications (2)

Publication Number Publication Date
EP3652382A1 EP3652382A1 (fr) 2020-05-20
EP3652382B1 true EP3652382B1 (fr) 2022-08-17

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EP17739261.0A Active EP3652382B1 (fr) 2017-07-12 2017-07-12 Élément de fermeture d'un dispositif de limitation de voie de roulement, système de transition, procédé de fourniture d'une protection contre les impacts

Country Status (6)

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US (1) US20210148072A1 (fr)
EP (1) EP3652382B1 (fr)
AU (1) AU2017423265B2 (fr)
CA (1) CA3069491A1 (fr)
DK (1) DK3652382T3 (fr)
WO (1) WO2019011425A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115463368B (zh) * 2022-09-19 2023-06-09 安徽理工大学 一种巷道灾害预警和控制装置及方法

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4632598A (en) * 1985-07-15 1986-12-30 Richards David B Movable roadway barrier
US5009542A (en) * 1990-03-06 1991-04-23 Hardin Jr Paul W Traffic barrier gate
NL192928C (nl) * 1990-07-04 1998-05-07 Jansen Venneboer B V Verplaatsbare inrichting voor het begrenzen van rijbanen.
FR2795106B1 (fr) 1999-06-18 2001-09-07 Colas Sa Dispositif d'interruption de terre-plein central
US6767158B1 (en) * 2003-01-13 2004-07-27 University Of Florida Portable roadway barrier
US20070160420A1 (en) * 2004-04-01 2007-07-12 Hiroshi Aoki Traffic lane separation unit, component member thereof, and mobile traffic lane separation device
DE102013101776B3 (de) * 2013-02-22 2014-08-28 SGGT Straßenausstattungen GmbH Leitschwellenschranke sowie Fahrzeugrückhaltesystem mit einer solchen Leitschwellenschranke
EP2784222B1 (fr) * 2013-03-27 2016-12-28 Kaufmann AG Dispositif de glissière de sécurité, notamment système de transfert de glissière de sécurité, avec unité de verrouillage et abaissement court
US9073474B2 (en) * 2013-09-10 2015-07-07 Linsay Transportation Solutions, Inc. Barrier transport system

Also Published As

Publication number Publication date
AU2017423265A1 (en) 2020-01-30
EP3652382A1 (fr) 2020-05-20
US20210148072A1 (en) 2021-05-20
CA3069491A1 (fr) 2019-01-17
WO2019011425A1 (fr) 2019-01-17
DK3652382T3 (da) 2022-11-14
AU2017423265B2 (en) 2023-10-19

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