EP3652383A1 - Élément de terminaison d'un dispositif de délimitation de voie de circulation, système de transition, procédé de fourniture d'une protection anti-tamponnement - Google Patents

Élément de terminaison d'un dispositif de délimitation de voie de circulation, système de transition, procédé de fourniture d'une protection anti-tamponnement

Info

Publication number
EP3652383A1
EP3652383A1 EP17739260.2A EP17739260A EP3652383A1 EP 3652383 A1 EP3652383 A1 EP 3652383A1 EP 17739260 A EP17739260 A EP 17739260A EP 3652383 A1 EP3652383 A1 EP 3652383A1
Authority
EP
European Patent Office
Prior art keywords
impact
closing
locking device
guide
closure
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
EP17739260.2A
Other languages
German (de)
English (en)
Other versions
EP3652383B1 (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
Original Assignee
Wenger Projekte und Coaching
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 Wenger Projekte und Coaching filed Critical Wenger Projekte und Coaching
Publication of EP3652383A1 publication Critical patent/EP3652383A1/fr
Application granted granted Critical
Publication of EP3652383B1 publication Critical patent/EP3652383B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • E01F15/14—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
    • 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

Definitions

  • the present invention relates to a closure element of a roadway limiting device, a transfer system comprising at least one lane boundary device having a closure element and a method for providing an on ⁇ underrun protection at a terminal element of a Fahrbahnbegren ⁇ wetting device.
  • EP 2 784 222 Bl for example, a mobile barrier has become known.
  • This mobile barrier of EP 2 784 222 is suitable for use in a transfer system.
  • a generic transition system is shown, for example, in DE 600 14 502 T2. Also shown is such a transfer system in the not yet published PCT application PCT / EP
  • transfer systems have two pivotable roadway limiting devices or crash barriers. By pivoting a passage can be created, which serves as a transition for the vehicles, for example. From a first lane in a second lane.
  • the crash barrier device as shown in EP 2 784 222 has a hinged element which can be lowered and referred to as a short drop (a special form of a standard lowering) can.
  • This folding element is arranged on the guard rail device frontally.
  • the purpose of this short cut is to provide a collision protection when the guard rail element is not arranged in line with another guard rail element and there is a risk that a vehicle could bounce on the face ⁇ plank element frontally.
  • the front side comprises the Be ⁇ rich a guard rail element, which closes the guard rail element along a longitudinal axis.
  • the roadway limiting device For safety in the event of a collision of a vehicle with the roadway limiting device, it is necessary for the roadway limiting device to absorb high forces in the longitudinal direction.
  • the crash barrier device from EP 2 784 222 B1 has such a lock. This is introduced in the folding element ⁇ , which makes a complex construction necessary. When the folding element is actuated, high forces, caused by torques, also act. When connecting a plurality of barrier devices due to the flap member and is attached ⁇ associated locking device, a high precision is necessary to ensure the latch is properly engaged.
  • An inventive closure element a Fahrbahnbegren ⁇ -cutting device in particular a device for opening egg Nes passage in a roadway limiting device, with a longitudinal axis comprises a guide element and a Troprallele ⁇ ment.
  • the impact element is rotatable or pivotable relative to the guide element from a closed position to an impact position.
  • the impact element is rotatably mounted about a vertical axis or pivotally mounted on the guide element.
  • the Aufpral ⁇ lelement has a locking side for the connection to a neighboring lane boundary be ⁇ apparatus and an impact site for the attenuation or rejection of an impact.
  • the vertical axis is arranged between the closing side and the impact side.
  • the impact side faces the oncoming traffic.
  • the impact site is specifically adapted for on ⁇ bulging of a vehicle.
  • the impact element in a substantially kon ⁇ greened or similar contour to the guide member.
  • the contours are transverse to the longitudinal axis of the guide element and the
  • the vertical axis is preferably arranged symmetrically in the closing element with respect to the longitudinal axis.
  • the impact element extends in the closed position and in the impact position along the longitudinal axis.
  • the impact element in the closed position and / or in the impact position can be locked.
  • Two defined layers make it possible to bring the impact element into two defined operating states. Calculation and con ⁇ constructive tion must therefore be expected in only two preferred states. This enables a simplified dimensioning ⁇ tion of the elements.
  • the locking makes it possible to secure the impact element in the ent ⁇ speaking first or second layer and, for example, to protect against inadvertent manipulation.
  • the impact element may have at least a first element ei ⁇ ner locking device.
  • the first element of the locking device may preferably be designed as a locking opening or as a locking cylinder. These are proven elements of mechanical engineering and made ⁇ union to provide a simple catch.
  • a locking cylinder is preferably designed as a lifting rotary cylinder. The latter moves from a first position to a second position and twists about its cylinder axis such that two or more extensions arranged on the cylinder engage in corresponding openings and interact as a bayonet catch.
  • a second element of the locking device is arranged in ⁇ nerrenz the guide element.
  • the second element of the locking device is thus protected against environmental ⁇ influences.
  • the locking device is preferably hydraulically actuated.
  • Hydraulic operations are low maintenance and have a high reliability. Since in hydraulic devices, the individual elements can be connected by means of flexible lines, an individual placement of the hydraulic actuating device is made possible. Space conditions, for example, within the guide element can be used well.
  • the impact element preferably has at least a first Ele ⁇ ment of a locking device.
  • This first element of the locking device may be formed as a retaining bolt or as a cylinder.
  • Such a cylinder is preferably designed as a lifting rotary cylinder. It moves from a first position to a second position and rotated about its cylinder axis, such that two or more cooperating relieving the ZY arranged projections in corresponding openings eingrei ⁇ fen and as Baj onettver gleich.
  • the first element of the locking device is disposed within the impact element.
  • This allows a reliable positioning and also a reliable power transmission of the first element to the impact element.
  • the impact element can be reliably locked.
  • the design as a retaining bolt or as a cylinder allows a reliable and easy locking of the impact ⁇ lides. Both retaining bolts and cylinders are easy to operate elements. The manipulation and the locking of the impact element are thus simplified.
  • the first element of the locking device is disposed within the impact element.
  • a reliable fastening of the first element of the interlocking is averaging device allows ensuring a reliable operating power supply ⁇ .
  • the first element of the Verriege ⁇ treatment device can be protected from environmental influences.
  • the locking device is hydraulically actuated.
  • hydraulic actuations are reliable and easy-to-maintain actuators.
  • the impact element may have an impact on the crash side ⁇ absorber.
  • An impact absorber is one of several forms of collision protection.
  • the impact site is so specific ⁇ fish adapted for the impact of a vehicle.
  • a crash cushion makes it possible to protect the occupants of the driving ⁇ tool in the event of a collision of a vehicle with the final element.
  • An impact absorber converts the kinetic energy into deformation energy and dissipates it. The vehicle, which collides with the crash cushion, is thus braked.
  • the crash cushion can be designed in several parts and preferably have a plurality of crushing elements.
  • the deformable elements have different storage characteristics ⁇ chung or a different working capacity.
  • the crash cushion can thus be constructed with desired properties, so that it has, for example, progressive compression properties.
  • the deceleration curve can be set individually.
  • the impact element has a reduction from ⁇ , for example, a short cut or a rule lowering.
  • a depression on the impact element is shorter than a short depression. This is typically due to the shorter design and mobile use.
  • a lowering is also one of several forms of on ⁇ driving protection. The impact side is thus specific to the Impact of a vehicle trained. Unlike the Aufpral ⁇ lelement the vehicle which collided with a guardrail with ei ⁇ ner reduction, not compressed frontal but bucked on ⁇ .
  • the closing element can therefore be equipped with a desired impact element .
  • the first element of the locking device with respect to the vertical axis of the impact damper or the lowering is arranged opposite.
  • collision protection impact absorber / lowering
  • locking device A clean separation of collision protection (impact absorber / lowering) and locking device is thus made possible.
  • This arrangement also makes it possible, by a simple 180 ° Dre ⁇ Hung or pivoting about the vertical axis either the collision or the locking device on the end element to frontally arrange, that is, either the closing side or the impact side in a proper position, lent the closing position or the impact position to bring.
  • the impact element is preferably at least partially disposed within the Statisticssele ⁇ mentes in particular in the closed position. The impact element is thus at least partially protected.
  • the guide element may have two legs, between which the impact element is arranged.
  • the vertical axis extends between the legs of the guide element.
  • the arrangement of the impact element between the legs makes it possible for the impact element to be used as an integral component. to arrange part of the final element. Since this can extend verti cal axis between the legs, it is possible that the impact element rotates within these two see kel. A suspension of the impact element in two's ⁇ angles allows a high stability of the impact element ge ⁇ geninate the guide element. In addition, a simple production is possible.
  • the impact element is preferably horizontally displaceable along the longitudinal axis of the closure element. This makes it possible to change the overall length of the terminal element or set réelle ⁇ .
  • a damper is arranged between the impact element and the guide ⁇ element for damping a horizontal movement of the impact element.
  • the damper is preferably designed as one or more oil or air dampers. Two oil or air dampers are preferred.
  • the impact element is displaced then with the on ⁇ baffle applied force in the longitudinal direction of the Prom ⁇ siatas and thus in the longitudinal direction of the roadway limiting ⁇ element, along the longitudinal axis.
  • the ses vehicle can be braked along with the impact element over a longer distance.
  • the impact element is in a position, is frontally arranged in ⁇ wel ⁇ chem the crash cushion on the closing element, is a so-called superimposition of the damping curves of the impact member and the damper between the leadership tion element and the impact element instead.
  • the deceleration of a vehicle takes place over a longer path, which leads to a reduced deceleration, which in turn leads to a reduced force on the occupants of the vehicle.
  • the safety is increased.
  • the end element can have a traction mechanism drive for pivoting the impact element. This enables a simple and reliable pivoting of the impact element.
  • Another aspect of the invention relates to a transfer system comprising at least one roadway limiting device with a terminating element as described herein.
  • the roadway limiting device of the transfer system can have on a side facing away from the end element a second vertical axis of rotation for pivoting the Fahrbahnbegrenzungsein direction relative to a stationary or stationary element de transfer system.
  • the roadway limiting device described here and / or the closing element described here can be equipped with a chassis, preferably with an nem described in the aforementioned international patent application, be trained.
  • Another aspect of the invention relates to a method for loading riding provide a Auffahrtikes at a terminal element ei ⁇ ner roadway limiting device, in particular on a as-described herein closure element or on a still lying ⁇ -described final element of a Koch effetsys ⁇ tems.
  • the collision protection is pivoted about a vertical axis disposed on the guide element, and in particular rotated or pivoted from a closed position to an impact position.
  • the anti-collision is a component ei ⁇ nes impact element as described herein.
  • the collision protection can be designed as an impact element or as a reduction.
  • the horizontal pivoting about a vertical axis makes it possible collision protection from a protected location, for example within a guide member to bring into a second position (Be ⁇ operating position).
  • a locking device can be achieved, which is arranged in particular within the guide element.
  • a second step ei ⁇ ne locking device can be solved.
  • the locking device is preferably within the impact element at ⁇ ordered, having the anti-collision.
  • the impact element is locked with a locking device on a further road boundary device, such that the impact element is fixed under prestress.
  • ⁇ bar it is also conceivable ⁇ bar to lock the impact element with a locking device on the guide element, such that a further pivoting ken of the impact element is prevented.
  • the on ⁇ bulging element can be brought into a stable position. The conclusion ⁇ selement is thus designed to be stable overall.
  • Figure 1 A perspective view of a final element
  • Figure 2 An end view of the end element of Figure 1;
  • FIG. 3 a perspective view of a closure element according to FIG. 1 with partially hidden elements
  • Figure 4 A perspective view of a closure element according to Figure 1 with further hidden elements
  • Figure 5 a perspective view of the terminal element ge ⁇ Häss Figure 1 during the rotational operation of the Aufprallele- mentes;
  • FIG. 6 A side view of the closing element from FIG.
  • FIG. 7 A road boundary element
  • FIG. 8 A transfer system in two positions (FIGS. 8a and 8b)
  • FIG. 9 a perspective view of a further end element
  • Figure 10 A perspective view of the terminal element ACCORDING Figure 9 during the rotational operation of the Aufprallele ⁇ mentes;
  • Figure 11 A perspective view of the terminal element ge ⁇ Gurss Figure 9 according to the rotary operation of the Aufprallelemen- tes;
  • FIG. 12 an alternative arrangement of a transfer system
  • FIG. 1 shows a closure element 100 along or through the closing element 100, the longitudinal axis L. extends AB closing element 100 has a guide member 10, and an up ⁇ impact element 20.
  • the guide element 10 has on one side leg, an upper leg 11 and a lower leg 12. In the region of the front ends of the legs 11 and 12, the vertical axis of rotation extends A. As a rotation and An ⁇ gel point an axis 23 is formed.
  • the impact element 20 is mounted on the axle 23 so as to be pivotable.
  • FIG. 2 shows the closing element 100 from FIG. 1. Shown is an end view.
  • the closing element is located in an intended position, that is, it represents, for example on a base S.
  • the vertical axis A which vertically extends ⁇ it.
  • From the end member 100 the upper leg 11 and the lower leg 12 is visible.
  • a first member of a Ver ⁇ lock-out device is arranged a holding pin 41st
  • Figure 3 shows a perspective view of the launching element 100, wherein the upper leg 11 (see Figure 1) of the guide ⁇ element 10 is hidden.
  • Within the upper leg 11 there is a traction mechanism 80 impact element for pivoting of assembly 20 relative to the guide member 10.
  • the Aufpral ⁇ lelement 20 is pivotally mounted on the axle 23rd It can be pivoted about the vertical axis A.
  • FIG. 4 likewise shows the terminating element 100 according to FIG. 1, wherein different elements of the terminating element 100 are hidden.
  • Hidden is a part of the chiefselemen ⁇ tes 10, a part of the impact element 20.
  • the impact element 20 comprises an impact damper 21, which in the present case consists of several crush elements 211 (only one designated). Some of these crushing elements 211 are likewise hidden.
  • the crash cushion 21 is in this illustration within the guide element 10, that is, between the legs ⁇ angles 11 and 12 arranged substantially frontally on impact element 20 is a locking device 40 is shown. A first element of the locking device 40, namely a cylinder 42, is shown.
  • the cylinder 42 is arranged inside of the impact element on ⁇ 20th In the rear of Aufpral ⁇ liatas 20, within the guide element 10 arranged ⁇ , there is a locking device 50.
  • Locking device 50 includes a locking cylinder 52 which cooperates with a locking aperture 51 of the locking device 50th
  • the locking opening 51 is located in a front side of the impact element 20 introduced plate.
  • Reference numeral 81 denotes a drive for traction mechanism drive 80 (see FIG. 3).
  • Within the guide member 10 is also a hydraulic unit 30, with which, for example, the drive 81 for the traction mechanism 80 is driven.
  • Hydraulika ⁇ ggregat 30 in addition, the locking device can be operated advertising 50 the.
  • the cylinder 42 can be actuated via a hose system, which is not shown here in greater detail.
  • Rotary couplings for hydraulic drives which are attached ⁇ arranged for example in the region of the axis 23 so as to connect the hydraulic power unit to the cylinder 42, are known in the art. Their detailed presentation was therefore omitted.
  • FIG. 5 shows a perspective view of the end element 100 according to FIG. 1.
  • the impact element 20 is pivoted about the axis 23.
  • the on ⁇ rebound damper is now no longer within or between the legs 11 and 12 of the guide member 10, it is pivoted.
  • the crash cushion is located at the front end of the closing element 100.
  • Figure 6 shows a side view of the closure member 100 where ⁇ are formed in the elements as in the closing element 100 according to FIG. 4
  • the impact element 20 is now ner egg opposite the impact member 20 of Figures 1 to 3 ge ⁇ showed rotated through 180 ° position.
  • the impact damper 21 is thus arranged on the end element 100 on the front side.
  • the Aufpral ⁇ lelement 20 is still between the upper and lower legs 11 and 12 of the guide member 10.
  • the cylinder 42 of the locking device and the locking cylinder 52 are provided to offset each other. As a result, it is possible, for example, for the locking cylinder 52 to engage the impact element 20 next to the cylinder 42 of the locking device.
  • the hydraulic unit 30 is shown.
  • the hydraulic unit 30 is likewise located, like the impact element, between the legs 11 and 12 of the guide element 10, in the present case it is fastened to the lower leg 12 of the guide element 10.
  • a damping element 60 ge ⁇ shows that damping element 60 comprises a first and a two ⁇ th damper 61 and 62nd The damping element is in active ⁇ connection with the legs 11 and 12.
  • the upper leg 11 and the lower leg 12 are slidably mounted within the guide member 10.
  • FIG. 7 shows a lane boundary device 1 with a closing element 100, a plurality of unspecified intermediate elements and a stationary member 70.
  • a second vertical axis of rotation B vorgese ⁇ hen On the stationary member 70 is a second vertical axis of rotation B vorgese ⁇ hen, at which the closing element 100's elements with the other intermediate pivoted can be.
  • FIGS 8a and 8b show a transfer system 2 comprising a plurality of travel limiting devices 1.
  • the transfer system is designed as shown in PCT / EP 2017/050042.
  • To move is a chassis according to the chassis PCT / EP
  • the transition system of Figure 8a shows the state before the operation of the transfer system and Figure 8b the state after actuation of the transfer system 2.
  • the transfer system 2 according to Figures 8a and 8b is in this case designed to redirect a four-lane road in a three-lane road.
  • the four-lane road as shown in FIG 8a includes the lane C, D, E, and F.
  • the road E for example, desired in the lane D umzulei ⁇ th. That is, depending on traffic. If, for example, the traffic moves in the city in the morning (here in the direction of the three lanes), it is advantageous if, for example, two lanes in this direction can be used. In the evening the situation is typically reversed.
  • the transfer system 2 comprises in the present case on two Fahrbahnbe ⁇ grenzungsvoriquesen. 1 These are each mounted on a stationary element 70 on a second vertical axis of rotation (see FIG. 7).
  • the roadway limiting device 1 has a terminating element 100 at each of its ends. From the closing element 100 can be locked with a further roadway limiting ⁇ element by means of the locking device 40 (see for example Figure 4).
  • the other roadway boundary elements further / second elements of the locking device.
  • FIGS. 8a and 8b With a transfer system 2 as described here, the middle track of the three-lane side can be led either to lane D or to lane E. This allows regulation or control of traffic.
  • Figure 9 shows a perspective view of another closure member 100, similar to the terminating element out of the Fi gur ⁇ 1.
  • the same or similar elements are provided with the same reference numbers ⁇ Be.
  • FIG. 8a and 8b For a detailed description of the individual elements, reference is made to FIG.
  • the terminating element 100 is one of the rotated position (as shown in FIG. 6).
  • the terminating element 100 has a
  • the bulkhead element 13 is arranged displaceably within the guide element along the longitudinal axis L.
  • the bulkhead element 13 has substantially the same outer contour as the guide element.
  • the bulkhead member 13 includes an opening which is formed by twisting the Aufpral ⁇ lides.
  • Figure 10 shows a perspective view of the meetelemen ⁇ TES 100 according to Figure 9 during the rotational operation of the Aufpral ⁇ liatas 20.
  • the impact element 20 is, out how to figure 1 ⁇ leads, mounted on the axis 23 rotatable about the vertical axis A and already partially shown twisted. To rotate the impact element, the end element 100 has the same means as described for FIG. 4.
  • FIG. 11 is a perspective view of the closing element 100 according to FIG. 9 after the turning process of the impact element 20.
  • the impact element fills the opening which has been released by the Schottele element 13 (FIG. 10).
  • the end face of the cylinder 42 is visible on ⁇ impact element twentieth With this cylinder, a lock can be created with a further closing element or a stationary arrangement.
  • the further closing element or the stationary arrangement may have a holding opening.
  • FIG. 12 shows an alternative arrangement of a transfer system 2.
  • the transfer system 2 comprises two roadway limitation devices 1 (see also FIG. 7).
  • the transfer system is located in front of a directional tunnel with two tunnel tubes 80 (indicated only once).
  • Each tunnel has one lane with two lanes each, SA1 and SB1 as well as SA2 and SB2.
  • SA1 and SB1 As well as SA2 and SB2.
  • SA2 and SB2 At the entrance to the tunnel these are each marked with a ⁇ to distinguish them.
  • the directions of travel can be assumed in FIG. 12 in the upper lane of SA1 and SB1 in the direction SA1 ⁇ and SB1 ⁇ (normal traffic) and in the lower lane of SA2 ⁇ and SB2 ⁇ in direction SA2 and SB2 (oncoming traffic).
  • the roadway boundaries 1 are each connected to a stationary element 70 with a vertical axis of rotation B rotatably or pivotally connected (see also Figure 7).
  • the transition system 2 in its original position is shown in FIG. 12 at the top, and two possible end positions are shown in FIG. 12 below.
  • the lane boundary Tongue devices connected with their end members 100 at their ends. This means that impact elements 20 be ⁇ found in their closed position (see Figures 1 and 6) ( Figures 4 and 6, see) are connected at their ends to the Verriegelungsvorrichtun- gen 42 connected together.
  • both tracks SA1 and SB1 are redirected to the tracks SA2 ⁇ and SB2 ⁇ .
  • the counter traffic initially approaching on the tracks SA2 ⁇ and SB2 ⁇ is stopped in the present case or diverted, for example, before the second end of the tunnel, not shown here.
  • the respective road boundary devices 100 are pivoted over the entire roadway, so that they extend per roadway over both lanes SA1 and SB1, and SA2 and SB2.
  • the roadway limiting devices 100 are only pivoted to the middle of the roadway, that is, only one lane, namely SB1 and SA2. In this way, traffic in one of the two tunnels can be routed in both directions.
  • SB1 and SA2 only one lane
  • Step is a second, not shown here at the two ⁇ th tunnel end, ie arranged at the tunnel entrance for oncoming traffic, arranged transfer device 2.
  • the two lanes SA2 ⁇ and SB2 ⁇ are merged and directed to the lane SB2 ⁇ .
  • the lanes SA1 and SB1 are directed to the individual lane SB1 in a next step and these are then passed on the lane SA2 ⁇ .
  • In the tunnel is now oncoming traffic (dashed arrows).

Landscapes

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

Abstract

L'invention concerne un élément de terminaison (100) d'un dispositif de délimitation de voie de circulation (1) ayant un axe longitudinal, comprenant un élément de guidage (10) et un élément d'impact (20). L'élément d'impact (20) est monté sur l'élément de guidage (10) de manière à pouvoir pivoter autour d'un axe vertical A.
EP17739260.2A 2017-07-12 2017-07-12 Élément de terminaison d'un dispositif de délimitation de voie de circulation, système de transition, procédé de fourniture d'une protection anti-tamponnement Active EP3652383B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2017/067551 WO2019011424A1 (fr) 2017-07-12 2017-07-12 Élément de terminaison d'un dispositif de délimitation de voie de circulation, système de transition, procédé de fourniture d'une protection anti-tamponnement

Publications (2)

Publication Number Publication Date
EP3652383A1 true EP3652383A1 (fr) 2020-05-20
EP3652383B1 EP3652383B1 (fr) 2022-08-24

Family

ID=59325306

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17739260.2A Active EP3652383B1 (fr) 2017-07-12 2017-07-12 Élément de terminaison d'un dispositif de délimitation de voie de circulation, système de transition, procédé de fourniture d'une protection anti-tamponnement

Country Status (6)

Country Link
US (1) US11313089B2 (fr)
EP (1) EP3652383B1 (fr)
AU (1) AU2017423440B2 (fr)
CA (1) CA3069490A1 (fr)
DK (1) DK3652383T3 (fr)
WO (1) WO2019011424A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA3223102A1 (fr) * 2021-06-16 2022-12-22 Hermann Wenger Ensemble limites de voie de circulation et procede de deviation de vehicules
IT202200000584A1 (it) * 2022-01-17 2023-07-17 Pasquale Impero Infrastruttura di trasporto e metodo per controllare il traffico veicolare

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT328492B (de) * 1974-11-06 1976-03-25 Voest Ag Zum offnen eingerichteter leitplankenabschnitt
US4923327A (en) * 1987-12-04 1990-05-08 Flexible Barricades, Inc. Terrorist vehicle arresting system
US5551796A (en) * 1995-01-20 1996-09-03 Emergency Public Safety Services, L.L.C. Moveable barrier
US6059487A (en) * 1998-02-20 2000-05-09 Malibu Entertainment Worldwide, Inc. Vehicle barrier system
FR2795106B1 (fr) * 1999-06-18 2001-09-07 Colas Sa Dispositif d'interruption de terre-plein central
US6413009B1 (en) * 2000-11-06 2002-07-02 Barrier Systems, Inc. Vehicular traffic barrier system
US7931422B2 (en) * 2005-09-21 2011-04-26 Traffix Devices, Inc. Water-ballasted protection barrier
US7708492B2 (en) * 2006-11-20 2010-05-04 Anthony Carey Relocatable tensioned wire road barrier
US7393154B1 (en) * 2007-01-19 2008-07-01 Barrier Systems, Inc. Towable elongated traffic barrier
CA2825965C (fr) * 2011-02-11 2017-03-14 Traffix Devices, Inc. Traitements d'extremite et transitions pour series de barrieres de protection remplies d'eau
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
KR101613275B1 (ko) * 2015-07-02 2016-04-18 대진건설(주) 가드 레일의 회전식 충격 완충 장치
WO2017118475A1 (fr) 2016-01-05 2017-07-13 Wenger, Projekte Und Coaching Segment de barrière de sécurité déplaçable
US9945084B1 (en) * 2016-12-02 2018-04-17 Lawrence Eugene Warford Vehicle diversion barrier

Also Published As

Publication number Publication date
DK3652383T3 (da) 2022-10-31
AU2017423440B2 (en) 2023-12-07
CA3069490A1 (fr) 2019-01-17
AU2017423440A1 (en) 2020-01-30
US20200173123A1 (en) 2020-06-04
WO2019011424A1 (fr) 2019-01-17
US11313089B2 (en) 2022-04-26
EP3652383B1 (fr) 2022-08-24

Similar Documents

Publication Publication Date Title
DE69938610T2 (de) Leitplankenpfosten mit Sollbruchstelle für Schienenende.
EP2907921B1 (fr) Système de barrière
EP2277762B1 (fr) Véhicule ferroviaire doté d'un absorbeur 'énergie, notamment pour un tramway
AT391724B (de) Leitplankentor
DE102018133181B3 (de) Personenschutzeinrichtung zum Befestigen an der Unterseite eines Schienenfahrzeuges
DE4329547C1 (de) Stählerner Leitplankenstrang
EP2969700B1 (fr) Dispositif de sécurité pour véhicules ferroviaires
DE102008016837B4 (de) Leiteinrichtung an Verkehrswegen mit einer horizontal schwenkbaren Leitschwelle
EP3652383B1 (fr) Élément de terminaison d'un dispositif de délimitation de voie de circulation, système de transition, procédé de fourniture d'une protection anti-tamponnement
EP2959061B1 (fr) Barrière de séparation de voie et système de retenue de véhicule équipé d'une telle barrière de séparation de voie
EP0690176A1 (fr) File de modules séparateurs
EP2418324B1 (fr) Agencement de glissières de sécurité
EP3652382B1 (fr) Élément de fermeture d'un dispositif de limitation de voie de roulement, système de transition, procédé de fourniture d'une protection contre les impacts
EP2784222B1 (fr) Dispositif de glissière de sécurité, notamment système de transfert de glissière de sécurité, avec unité de verrouillage et abaissement court
EP2720924B1 (fr) Ensemble absorbeur d'énergie de choc destiné à un véhicule sur rails, en particulier à un tramway
DE202010000658U1 (de) Schutzplankenanordnung
EP3109364B1 (fr) Dispositif de protection contre les chocs
DE102020113606B4 (de) Fronthaubenscharnier und Fronthaubenscharnierkonstruktion
EP1854923A1 (fr) Glissière de sécurité sur voies de circulation
DE19831268C1 (de) Betongleitwand
DE102022133240A1 (de) Mobile Fahrsperre
EP4168629A1 (fr) Barrière anti-véhicule-bélier
CH695947A5 (de) Leitplankentor.
WO2023088519A9 (fr) Barrière de contrôle d'accès mobile comprenant un certain nombre de modules
EP3000937B1 (fr) Barrière

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20191220

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20201215

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: WENGER, PROJEKTE UND COACHING

INTG Intention to grant announced

Effective date: 20210713

GRAJ Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

INTC Intention to grant announced (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20220128

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1513730

Country of ref document: AT

Kind code of ref document: T

Effective date: 20220915

Ref country code: DE

Ref legal event code: R096

Ref document number: 502017013676

Country of ref document: DE

REG Reference to a national code

Ref country code: DK

Ref legal event code: T3

Effective date: 20221026

REG Reference to a national code

Ref country code: NO

Ref legal event code: T2

Effective date: 20220824

REG Reference to a national code

Ref country code: NL

Ref legal event code: FP

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: SK

Ref legal event code: T3

Ref document number: E 40701

Country of ref document: SK

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221226

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221224

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221125

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502017013676

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20230614

Year of fee payment: 7

Ref country code: DK

Payment date: 20230627

Year of fee payment: 7

26N No opposition filed

Effective date: 20230525

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SK

Payment date: 20230612

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NO

Payment date: 20230712

Year of fee payment: 7

Ref country code: CH

Payment date: 20230801

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20230531

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220824

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20230731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230712

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20230712

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230712

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230712