EP3652383B1 - 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 Download PDF

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Publication number
EP3652383B1
EP3652383B1 EP17739260.2A EP17739260A EP3652383B1 EP 3652383 B1 EP3652383 B1 EP 3652383B1 EP 17739260 A EP17739260 A EP 17739260A EP 3652383 B1 EP3652383 B1 EP 3652383B1
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EP
European Patent Office
Prior art keywords
impact
lane
locking device
end element
guide
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Application number
EP17739260.2A
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German (de)
English (en)
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EP3652383A1 (fr
Inventor
Hermann Wenger
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Wenger Projekte und Coaching
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Wenger Projekte und Coaching
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Publication of EP3652383A1 publication Critical patent/EP3652383A1/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
    • E01F15/14—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 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 boundary 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 prior art provides for individual elements of the crash barrier devices to be connected to one another by means of a lock in the operating state.
  • the document DE2523291A shows a central crash barrier element rotating about a vertical axis.
  • the document KR101613275 shows a rotatable shock absorber.
  • 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 impact element can be rotated or pivoted relative to the guide element from a closed position into an impact position.
  • the impact element is mounted on the guide element such that it can be rotated or pivoted about a vertical axis.
  • the impact element has a closure side for connection to an adjacent lane delimitation device and an impact side for cushioning or repelling an impact.
  • the vertical axis is located between the closure side and the impact side.
  • the impact side faces the oncoming traffic.
  • the impact side is designed specifically for the impact of a vehicle.
  • the impact element preferably has an essentially congruent or similar contour to the guide element.
  • the contours are at least partially overlapped transversely to the longitudinal axis of the guide element and the impact element both in the closed position and in the impact position.
  • the overlap in the closed position preferably essentially corresponds to the overlap in the impact position.
  • the vertical axis is preferably arranged symmetrically in relation to the longitudinal axis in the closing element.
  • the impact element preferably extends along the longitudinal axis in the closed position and in the impact position. This promotes force absorption in the longitudinal direction. Leverage effects are reduced or avoided.
  • the impact element can preferably be locked in the closed position and/or in the impact position.
  • the locking makes it possible to secure the impact element in the corresponding first or second position and, for example, to protect it against unintentional manipulation.
  • the impact element can have at least a first element of a locking device.
  • 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 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.
  • 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 placed individually. Space conditions, for example within the guide element, can be well utilized.
  • the impact 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 twists around its cylinder axis in such a way that two or more projections arranged on the cylinder engage in corresponding openings and work together as a bayonet lock.
  • the first element of the locking device is arranged inside the impact element. This enables a reliable positioning and also a reliable transmission of force from the first element to the impact element.
  • the impact element can be reliably locked.
  • the design as a retaining bolt or as a cylinder enables the impact element to be locked in a reliable and simple manner. Both retaining bolts and cylinders are easy-to-operate elements. This simplifies the manipulation and locking of the impact element.
  • the first element of the locking device is arranged inside the impact 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 impact element can have an impact absorber on the impact side.
  • a crash cushion is one of several forms of collision protection.
  • the impact side is thus designed specifically for the impact of a vehicle.
  • An impact absorber makes it possible to protect the occupants of the vehicle in the event of a vehicle collision with the closing element.
  • An impact absorber converts the kinetic energy into deformation energy and dissipates it. The vehicle that collides with the crash cushion is thus decelerated.
  • the impact absorber can be designed in several parts and preferably have several crushable elements.
  • crash cushion to be modular and/or allows those crush elements that have actually been used to be replaced after an accident.
  • a slow-speed collision for example, only deforms the first of several crushable elements arranged in a row.
  • the crushable elements preferably have different compression properties or different work capacities.
  • the crash cushion can thus be constructed with desired properties, such as having progressive compression properties.
  • desired properties such as having progressive compression properties.
  • the deceleration curve can be set individually.
  • the impact element has a lowering, for example a short lowering or a controlled lowering.
  • a drop at the impact element is shorter than a short drop. This is typical due to the shorter design and mobile use.
  • Lowering is also one of several forms of collision protection.
  • the impact side is thus designed specifically for the impact of a vehicle. In contrast to the impact element, the vehicle that collides with a lowered crash barrier is not crushed frontally, but jacked up.
  • the closing element can thus be equipped with a desired impact element depending on the purpose.
  • the first element of the locking device is arranged opposite the crash cushion or the lowering with respect to the vertical axis.
  • This arrangement also makes it possible to arrange either the collision protection or the locking device on the end element by a simple 180° rotation or pivoting about the vertical axis, i.e. either the closing side or the impact side in a specified position, namely the closed position or the impact position. bring to.
  • the impact element is preferably arranged at least partially and in particular in the closed position inside the guide element. The impact element is thus at least partially protected.
  • the guide element can have two legs between which the impact element is arranged.
  • the vertical axis preferably extends between the legs of the guide element.
  • the location of the impactor between the legs allows the impactor to be located as an integral part of the closure. Since the vertical axis can then extend between the legs, it is possible for the impact element to rotate within these two legs. A suspension of the impact element on two legs allows a high stability of the impact element relative to the guide element. In addition, simple production is made possible.
  • the impact 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.
  • a damper is preferably 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 then moves with the force applied to the impact element in the longitudinal direction of the closing element and thus in the longitudinal direction of the lane delimitation element, along the longitudinal axis.
  • This vehicle can be braked over a longer distance by means of a damper together with the impact element.
  • the closing element can have a traction drive for pivoting the impact element. This enables the impact element to be pivoted easily and safely.
  • a further aspect of the invention relates to a transfer system comprising at least one lane 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 second vertical axis of rotation on a side facing away from the closing element for pivoting the lane delimitation device relative to a stationary or fixed element of the transfer system.
  • 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 closure 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 of a roadway delimitation device on a terminating element as described here or on a terminating element of a transfer system as described here.
  • the collision protection is pivoted about a vertical axis arranged on the guide element, and in particular pivoted from a closed position into an impact position.
  • the collision protection is preferably part of an impact element as described here.
  • the collision protection can be designed as an impact element or as a lowering.
  • the horizontal pivoting about a vertical axis makes it possible to bring the collision protection from a protected position, for example within a guide element, into a second position (operating 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 an impact element which has the collision protection.
  • the impact element is locked with a locking device on a further lane delimitation device in such a way that the impact element is fixed under pretension.
  • a reliable lane delimitation device can thus be produced.
  • the impact element can be brought into a stable position.
  • the terminating element is thus designed to be stable overall.
  • figure 1 shows a closing element 100.
  • the longitudinal axis L extends along or through the closing element 100.
  • the closing element 100 has a guide element 10 and an impact element 20.
  • the guide element 10 has legs on one side, an upper leg 11 and a lower leg 12.
  • the vertical axis of rotation A extends in the region of the front ends of the legs 11 and 12.
  • An axis 23 is formed as the fulcrum.
  • the impact element 20 is pivotably mounted on the axle 23 .
  • FIG figure 2 shows the closing element 100 from FIG figure 1 .
  • An end view is shown.
  • the terminating element is in an intended position, that is to say it stands, for example, on a base S.
  • the vertical axis A which extends vertically, is also shown for clarification.
  • From the end element 100 is the upper leg 11 and the lower leg 12 visible.
  • the impact element 20 is located between these two legs, and a first element of a locking device, a retaining bolt 41, is arranged essentially centrally in the impact element 20.
  • figure 3 shows a perspective view of the launching element 100, wherein the upper leg 11 (see FIG figure 1 ) of the guide element 10 is hidden. Inside the upper leg 11 there is a traction mechanism 80 for pivoting the impact element 20 relative to the guide element 10.
  • the impact element 20 is mounted on the axis 23 in a pivotable manner. It can be pivoted about the vertical axis A.
  • FIG. 4 also shows the terminating element 100 according to FIG. 1, various elements of the terminating element 100 being hidden.
  • a part of the guide element 10 and a part of the impact element 20 are masked out.
  • the impact element 20 comprises an impact damper 21, which in the present case consists of a plurality of crushable elements 211 (only one is designated). Some of these crumple elements 211 are also masked out.
  • the impact damper 21 is located inside the guide element 10, that is to say between the legs 11 and 12.
  • a locking device 40 is shown arranged essentially on the front side of the impact element 20.
  • a first element of the locking device 40 namely a cylinder 42, is shown. Cylinder 42 is located within impact member 20 .
  • a locking device 50 is located in the rear region of the impact element 20, specifically inside the guide element 10.
  • the locking device 50 has a locking cylinder 52 which interacts with a locking opening 51 of the locking device 50.
  • the locking opening 51 is located in a plate introduced on the face side of the impact element 20 .
  • a drive for traction drive 80 (see figure 3 ) designated. Inside the guide element 10 there is also a hydraulic unit 30 with which, for example, the drive 81 for the traction drive 80 can be driven.
  • the locking device 50 can also be actuated with the hydraulic unit 30 .
  • the cylinder 42 can also be actuated via a hose system that is not shown in detail here.
  • Rotary couplings for hydraulic drives which are arranged, for example, in the area of the axis 23 in order to connect the hydraulic unit to the cylinder 42, are known to those skilled in the art. A detailed description of them was therefore omitted.
  • figure 5 shows a perspective view of the closing element 100 according to FIG figure 1 .
  • the impact element 20 is pivoted about the axis 23 .
  • the impact absorber is now no longer within or between the legs 11 and 12 of the guide element 10, it is pivoted. After the pivoting process (see for example figure 6 ) the impact absorber is located at the front end of the closing element 100.
  • FIG figure 6 shows a side view of the end element 100, the elements as in the end element 100 according to FIG figure 4 are trained.
  • the impact element 20 is now one opposite the impact element 20 from the Figures 1 to 3 shown rotated by 180 ° position.
  • the impact damper 21 is thus arranged on the end element 100 at the front.
  • the impact element 20 is still located between the upper and lower legs 11 and 12 of the guide element 10.
  • the cylinder 42 of the locking device and the locking cylinder 52 face each other in a staggered manner. This makes it possible, for example, for the locking cylinder 52 to engage in the impact element 20 next to the cylinder 42 of the locking device. But it would also be conceivable to use the cylinder 42 of the locking device and to form the locking cylinder 52 in such a way that an interlocking of these two cylinders is possible.
  • the hydraulic unit 30 is shown within the guide element 10 .
  • the hydraulic unit 30 is also located 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 is shown, which damping element 60 comprises a first and a second damper 61 and 62.
  • the damping element is in operative connection with the legs 11 and 12.
  • the upper leg 11 and the lower leg 12 are movably mounted within the guide element 10.
  • the path to depleting the energy is lengthened.
  • additional crumple elements 211 within the guide element 10 instead of the dampers 61 and 62 .
  • dampers 61 or 62 which is arranged essentially centrally in relation to the height of the closing element.
  • hydraulic unit only after the damper in the direction from the impact element to the damper.
  • the figure 7 shows a lane delimitation device 1 with a closing element 100, a plurality of intermediate elements (not designated in more detail) and a stationary element 70.
  • a second vertical axis of rotation B is provided on the stationary element 70, at which the final element 100 can be pivoted with the other intermediate elements.
  • the Figures 8a and 8b show a transition system 2 comprising a plurality of travel limitation 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 moves into town 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.
  • FIG. 1 shows a perspective representation of a further terminating element 100, similar to the terminating element from FIG. 1.
  • the same or similar elements are provided with the same reference symbols.
  • the final element 100 according to figure 9 has in contrast to the final element according to the figure 1 instead of an impact absorber 21 (see figure 6 ) a reduction 24 on.
  • the end element 100 is in the rotated position (as in figure 6 ) shown.
  • the closing element 100 has a bulkhead element 13, the function of which is explained with reference to the following figures.
  • the bulkhead element 13 is arranged to be displaceable along the longitudinal axis L within the guide element.
  • the bulkhead element 13 essentially has the same outer contour as the guide element.
  • the bulkhead element 13 closes an opening which is created by twisting the impact element.
  • figure 10 shows a perspective view of the closing element 100 according to FIG figure 9 during the turning process of the impact element 20.
  • the impact element 20 is, as to figure 1 executed, rotatably mounted on the axis 23 about the vertical axis A and shown already partially twisted.
  • the final element 100 has the same means as for figure 4 described on.
  • the bulkhead element 13 Before twisting the impact element 20 we the bulkhead element 13 along the longitudinal axis L ( figure 9 ) postponed.
  • An opening within the guide element which essentially corresponds to the dimensions of the depression 24 ( figure 9 ) of the impact element 20 corresponds, is thereby released.
  • the locking device from the cylinder 42 (see also figure 11 ) and the holding hole 41 are formed.
  • the holding opening 41 is formed on the bulkhead element 13 .
  • the cylinder 42 is located, as in the end element 100 of figure 1 , on the impact element 20.
  • FIG. 12 is a perspective view of the end element 100 according to FIG figure 9 after the rotation of the impact element 20.
  • the impact element fills the opening which is formed by the bulkhead element 13 ( figure 10 ) has been released.
  • the cylinder 42 is visible on the face side of the impact element 20 .
  • a lock can be created with this cylinder using an additional closing element or a stationary arrangement.
  • the further closing element or the stationary arrangement can have a holding opening.
  • figure 12 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 12 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 12 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 tunnel end, 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).

Claims (16)

  1. Élément d'extrémité (100) d'un dispositif de limitation des voies (1), en particulier d'un dispositif pour ouvrir un passage dans un dispositif de limitation des voies (1), ayant un axe longitudinal (L), comprenant un élément de guidage (10) et un élément d'impact (20) qui peut pivoter ou tourner par rapport à l'élément de guidage (10) d'une position de fermeture à une position d'impact, l'élément d'impact (20) étant monté sur l'élément de guidage (10) de façon à pouvoir tourner ou pivoter autour d'un axe vertical (A), caractérisé en ce que l'élément d'impact (20) a un côté de fermeture pour la connexion à un dispositif de limitation des voies adjacent et un côté d'impact pour amortir ou dévier un impact, l'axe vertical (A) étant disposé entre le côté de fermeture et le côté d'impact.
  2. Elément d'extrémité (100) selon la revendication 1, caractérisé en ce que l'élément d'impact (20) comprend au moins un premier élément d'un dispositif de verrouillage (50) .
  3. Elément d'extrémité (100) selon l'une quelconque des revendications 1 à 2, caractérisé en ce que l'élément d'impact (20) comprend au moins un premier élément d'un dispositif de verrouillage (40).
  4. Elément d'extrémité (100) selon la revendication 3, caractérisé en ce que le premier élément du dispositif de verrouillage (40) est disposé à l'intérieur de l'élément d'impact (20).
  5. Elément d'extrémité (100) selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'élément d'impact (20) comprend un absorbeur d'impact (21) disposé du côté de l'impact.
  6. Elément d'extrémité (100) selon la revendication 5, caractérisé en ce que l'absorbeur d'impact (21) est formé en plusieurs parties et comprend de préférence plusieurs éléments de froissement (211).
  7. Elément d'extrémité (100) selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'élément d'impact (20) présente un évidement (22) ménagé du côté de l'impact.
  8. Elément d'extrémité (100) selon l'une quelconque des revendications 5 à 7, caractérisé en ce que le premier élément du dispositif de verrouillage (40) est disposé en regard de l'absorbeur d'impact (21) ou de l'évidement (22) par rapport à l'axe vertical (A).
  9. Élément d'extrémité (100) selon l'une quelconque des revendications 1 à 8, caractérisé en ce que l'élément d'impact (20) est disposé au moins partiellement à l'intérieur de l'élément de guidage (10).
  10. Élément d'extrémité (100) selon l'une des revendications 1 à 9, caractérisé en ce que l'élément de guidage (10) comporte deux branches (11, 12) entre lesquelles est disposé l'élément d'impact (20).
  11. Elément d'extrémité (100) selon l'une des revendications 1 à 10, caractérisé en ce que l'élément d'impact (20) est déplaçable horizontalement selon l'axe longitudinal (L) de l'élément d'extrémité (100).
  12. Élément d'extrémité (100) selon l'une des revendications 1 à 11, caractérisé en ce qu'un amortisseur (60) est disposé entre l'élément d'impact (20) et l'élément de guidage (10) pour amortir un mouvement horizontal de l'élément d'impact (10), l'amortisseur (60) étant de préférence conçu comme un ou plusieurs, notamment deux, amortisseurs à huile ou à air.
  13. 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 12.
  14. Système de transfert (2) selon la revendication 13, caractérisé en ce que le dispositif de limitation de voie (1) a, sur un côté opposé à l'élément d'extrémité (100), un deuxième axe de rotation vertical (B) pour faire pivoter le dispositif de limitation de voie (1) par rapport à un élément stationnaire (70) du système de transfert (2).
  15. 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 12 ou sur un élément d'extrémité (100) d'un système de transfert (2) selon l'une des revendications 13 ou 14, caractérisé en ce qu'un élément d'impact (20) est pivoté autour d'un axe vertical (A) disposé sur l'élément de guidage (10), notamment pivoté d'une position de fermeture à une position d'impact.
  16. Procédé selon la revendication 15, dans lequel après le pivotement de l'élément d'impact (10), l'élément d'impact (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 d'impact (10) est fixé sous prétension.
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)

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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

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

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

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4355954A1 (fr) * 2021-06-16 2024-04-24 Wenger, Projekte und Coaching Ensemble limites de voie de circulation et procédé de déviation de véhicules
IT202200000584A1 (it) * 2022-01-17 2023-07-17 Pasquale Impero Infrastruttura di trasporto e metodo per controllare il traffico veicolare

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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

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DK3652383T3 (da) 2022-10-31
AU2017423440B2 (en) 2023-12-07
US11313089B2 (en) 2022-04-26
WO2019011424A1 (fr) 2019-01-17
AU2017423440A1 (en) 2020-01-30
US20200173123A1 (en) 2020-06-04
CA3069490A1 (fr) 2019-01-17
EP3652383A1 (fr) 2020-05-20

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